Tramways

Proposition. La communication propose d'examiner l'hypothese de l'urbanisme fictionnel a partir d'un element particulier : le reseau de transport et tout particulierement le tramway et notamment celui de la ville de Tours en France inaugure en 2013. Nous faisons l'hypothese d'un passage rapide de l'objet technique et pratique a une production narrative qui passe notamment par le design. Ce dernier fait assurement partie du processus " d'esthetisation du monde" que Walter Benjamin avait pressenti (Palmier, 2007), participerait a cette fictionnalisation du monde qui touche tous les elements du systeme urbain et notamment les reseaux.

Tematem pracy jest analiza możliwości przedłużenia trasy tramwajowej na osiedle mieszkaniowe Różany Potok w Poznaniu. Celem pracy było opracowanie koncepcji oraz opracowanie wstępnego projektu przebiegu przedłużenia trasy tramwajowej wraz z zagospodarowaniem terenów wokół planowanej pętli tramwajowej.
W pracy przeanalizowano występujące warunki przyrodnicze, urbanistyczne i ekonomiczno-społeczne. Zbadane zostały też uwarunkowania transportowe i własnościowe występujące na opracowanym obszarze. Wytyczony został przebieg trasy oraz lokalizacja planowanych przystanków wraz zasięgiem ich dostępności dla mieszkańców. Wstępne oszacowanie kosztów poszczególnych robót pozwoliło określić kapitałochłonność całej inwestycji. Dla fragmentu trasy oraz terów otaczających projektowaną pętlę tramwajową został sporządzony projekt koncepcyjny spełniający obowiązujące normy i przepisy prawne wraz z wstępnymi rozwiązaniami technicznymi

The study presents, that the modernization of the Hungarian urban mass transportation happened in three independent fields at the same time between 1867 and 1914. 1. The creation of modern transport infrastructure. The roads and sidewalks were paved with mainly stone, keramit and asphalt. Bridges, over- and underpasses were built. 2. The traffic was regulated, first on local (rule ordinances, city police chief's instructions), later on national level (laws, decrees of the Minister of Interior). Driving on the left side of the road was prescribed by law. The first traffic signs were put onto the streets. 3. At the expense of pedestrian traffic, the rise of vehicle traffic began. Thanks to the advances in technical sciences and technology, the motorization of means of transport has moved forward. As a result, traditional animal drawn vehicles, though slowly, began to be replaced by power-driven vehicles from the 1890s.

La chaîne de traction électrique a pour rôle de capter l’énergie électrique, transformer l’énergie électrique et distribuer l’énergie électrique. Le moyen de captage est réalisé en fonction de la source (pantographe). La tension en entrée et son type peuvent varier en fonction du réseau. Il faut alors adapter la tension afin de la fournir aux équipements du matériel roulant (système de traction, climatisation, ordinateur de bord, …) qui fonctionnent généralement en 380V. Ensuite, la transformation est réalisée. En général la tension de sortie de la chaîne de traction est la même, peu importe la valeur de la tension et son type en entrée. Il faudra alors l’adapter à l’aide de transformateurs, hacheurs, filtres, etc. Après avoir abordé la traction électrique, nous avons étudié la commande directe du couple sur une petite machine de 1.5 kW, puis nous avons estimé les efforts mécaniques qui s’opposent au mouvement du tramway afin de pouvoir appliquer la commande directe du couple DTC sur les six moteurs (d’une puissance unitaire de120 kW) de traction du tramway CITADIS 402.

According to the research conducted by Pál Beluszky, in 1900, in the Hungarian network of towns there were five main (Zágráb–Zagreb, Kolozsvár–Cluj-Napoca, Pozsony–Bratislava, Szeged, Kassa–Kosice) and five particular (Debrecen, Pécs, Temesvár–Timisoara, Nagyvárad–Oradea, Arad) regional centres. The first public transportation lines connected the city centres with the train stations in every regional centre, but later the routes were gradually extended to reach tourist locations, spas, factories and industrial ones. In the majority of these cities (e.g. Debrecen, Kassa, Szeged, Temesvár) it is possible to trace the classical way of improvement in the public vehicles: omnibus, horse tramway, steam engine, tramway. In every regional centre there was a variety of public transportation vehicles to serve the public. Each of these cities boasted a public transport network as early as in the late 19th century. In Hungary, between the period of 1867 and 1918 only the regional centres could upgrade their public transportation to the level allowed by be latest technology (network of road, rail and Public transportation). Vehicles of public transportation had several favourable effects: traffic became faster; the city centres, the train stations and the city parts were connected to each other; the value of properties increased; in addition they also made an impact on peoples way of life; they were available for people of different walks of life and added rank to the cities.

The writer’s field of research is the transport and urban history in Hungary during the 19th and 20th century. The book presents three national (Hungary), one regional (Western Transdanubia, West Hungary) and two Szombathely-related studies on these topics. In the volume you can find multiple statements related to urban transport too. For example in the 2nd study about the modernization of the Hungarian urban transport between 1867 and 1914 and the ranking of towns according to their level of development in urbanization. Namely that when ranking towns by their level of urbanization the aspect that whether or not the settlement had local mass transit was completely ignored by Hungarian urban history researchers until this point. Although the local mass transit is a significant indicator of the modernization of a town. The 4th study proves that not only the spatial extension of the railway network could have an inducing effect on rapid development in the process of modern urbanization in Hungary, but also the construction of the electric grid. From the 5th paper you can find out that in the urban traffic-oriented space usage there are unique and omnipresent factors too. Unique for example the expanse of the town, the street network, how densely packed the settlement is, the connection of the districts of the town, the terrain. Omnipresent factors are the traffic signs, the traffic lights, whether there is right-hand traffic or left-hand traffic, the usage of public vehicles etc. You could come across the latter ones in most towns. In terms of transport, the primary network in the use of urban space is the street network, on the structure of which the mass transit network is built upon as a secondary phenomenon. The last two Szombathely-related studies prove, that the local residents had better options in terms of mobility compared to the contemporary Hungarian average (railway, tram, aviation etc.).

In this dissertation, the use of model based filtering techniques for wheelsets of railway vehicles is presented. Especially, this dissertation provides the application of a parameter estimation scheme by using dynamic response of a conventional wheelset, a vehicle and a tram wheel on a test stand with a novel methodology. In the context, firstly, an
introduction is reported. Afterwards, a review of the related literature in the thematic area is demonstrated along with the current state of the doctoral dissertation. Third section includes the objectives of the dissertation where the aim of the dissertation clearly emphasized. The following section describes the methods and models in details which are used in this work. Throughout the succeeding sections contributions of the dissertation for related literature, a conclusion for dissertation, bibliography, and the publications of the PhD student are given, respectively.

The existence of public mass transport was a good indicator of the urbanization of a city in the 19th century. The book presents us straightforwardly the one and a half century of public mass transport of a significant West Hungarian city Szombathely, which had a vital role in the urbanization of the town. First it shows us the history of the omnibus traffic established in 1865, than the Tramway inaugurated in 1897 and finally from 1929 the autobus transport, as well as the establishment and operation of the public mass transport network lavishly illustrated (pictures, maps, tickets etc.). The booklet was published for the 150th anniversary of the starting of the public mass transport in Szombathely.

In the pre-1920 Hungary in the regions of Transilvania and Partium the first urban tramway was established in Szatmárnémeti (today Satu Mare, Romania). The study presents the construction history of the tramway, its handover and operation (routes, schedule, vehicles etc.) in the beginning of the 20th century.

Among the recurrent railway and the metro motifs in Russian and Ukrainian fantastic fictions alike are journeys to the world of the dead, or beside the world of the dead, with the critical decision to leave the train or stay on it. The world of the dead may be situated inside the moving train, in the abandoned railway stations, on the other side of the track, or may be the final destination. Ukrainian railway myth is strongly European oriented. The metro literary mythology is closely linked to the folklore of caves and urban legends, although some influence of the fairytale is also felt. The way to the other world everywhere passes through almost invisible doors, ventilation shafts or via non-existent stations and lines, among them some frozen and renamed. The metro maps are generally deemed useless, and should be included in research on fantastic maps in general. Although Moscow metro's image is always sinister, in the case of Kyiv it can be negative, ambivalent or positive. Decapitating tram in contemporary Russian fantastic fiction continues tradition, which was actualized by N. Gumilev and M. Bulgakov. However by now contemporary Ukrainian fantastic representations of the tram were not found.

Il paradigma della mobilità sostenibile secondo David Banister (Banister,2008) è attuabile utilizzando un approccio sistemico che comprenda diverse componenti. Negli ultimi anni la ricerca si è soffermata quasi interamente sugli aspetti tecnologici come lo studio di nuove forme di alimentazione delle auto al fine di ridurre l’emissione di sostanze inquinanti. Tuttavia, per incentivare lo sviluppo di una mobilità sostenibile è necessaria la riscoperta, unitamente ad una concezione bioregionale del territorio, del concetto di corridoio infrastrutturale come strumento capace di indurre una rigenerazione di tutto il territorio attraversato. Dopo aver introdotto gli aspetti principali dell’approccio sistemico e bioregionale alla mobilità sostenibile e aver definito il nuovo ruolo dei corridoi infrastrutturali ferroviari, il contributo descrive sinteticamente la riorganizzazione del corridoio infrastrutturale della Bioregione Pontina attraverso l’uso del tram-treno. Attraverso l’approfondimento di questo sistema di trasporto potranno essere evidenziati gli aspetti territoriali e urbanistici strettamente correlati al concetto di corridoio, sottolineando la possibile integrazione tra la pianificazione dei trasporti e quella territoriale allo scopo di ridurre gli effetti negativi generati dalla cultura dell’auto. Un corridoio siffatto, unito all’ introduzione di strumenti di cattura del valore in grado di ripagare parte dei fondi spesi per la realizzazione delle infrastrutture, diventa un vero e proprio catalizzatore per la riqualificazione del territorio pontino, in grado di incidere non soltanto sul rimodellamento della rete dei trasporti, ma di essere determinante per nuovi scenari di assetto territoriale per la Bioregione Pontina.

En prenant comme clef de lecture le tramway, l'article propose une analyse originale et critique des mutations qui affectent la ville et la fabrique urbaine contemporaines. Il montre en particulier comment le tramway, en tant que vecteur de requalification urbaine, est utilisé pour mettre en scène la ville. L'humanité a toujours su cultiver l'art de raconter des histoires, un art partout au coeur du lien social. Depuis quelques années, les relations entre la production urbaine et la fiction, histoire fondée sur des faits imaginaires plutôt que sur des faits réels, se modifient dans un contexte de concurrence territoriale exacerbée où le design, « partie du processus comprise entre la problématique et les résultats », acquiert une place de plus en plus importante et contribue à un « urbanisme fictionnel » qui englobe même la production des réseaux de transport comme le tramway. À la fois réseau de transport et objet technique roulant, celui-ci est devenu un enjeu électoral majeur susceptible de faire basculer des majorités municipales, un vecteur de la requalification urbaine attendu dans les centres et les périphéries, et un outil indispensable de l'élu local aux côtés du vélo en libre service et de l'événementiel d'agglomération. Depuis quelques années, les nouvelles attentes en termes de développement durable et de marketing urbain en ont fait un objet de désir, une icône sacralisée et un symbole des mutations qui affectent la ville et la fabrique urbaine. Le tramway contemporain est à la fois un objet scénarisé et un acteur de la mise en scène des métropoles et des discours sur la ville et sur l'espace public : durabilité, accessibilité, participation, créativité, innovation, nature, multi-sensorialité, hospitalité et esthétique. La tendance s'est accentuée dans les derniers projets français où d'autres compétences comme celles des designers, des scénographes, plasticiens, musiciens, écrivains et artistes ont été associées pour développer la dimension éditoriale et fictionnelle du réseau bien au-delà de la communication classique. Promesse d'aménagement, de transport et d'urbanité, à l'articulation entre discours et réalité, récit et pratiques, esthétisation et fonctionnalité, le tramway a beaucoup de choses à nous dire sur la société et sur la ville.

Las empresas de tranvías en Madrid, del control extranjero a la municipalización, 1871-1948 Alberte Martínez López Universidad de A Coruña [email protected] M. Venegas, M.J. Matilla y F. Polo (dtores) (2002), Ferrocarril y Madrid: historia de un progreso. M. Fomento, M. Educación, FFE, Madrid, pp. 149-179.

The study presents the passenger vehicle fleet, all of the wagon types (technical description, technical drawing) of the city tramway of Szombathely, one of the Hungarian city tramways, from 1897 to 1974.  The trams which were put into service in 1897 were made in Switzerland, but the later ones were made in Budapest.

Track experiments and tests for railway vehicles are challenging tasks. In order to realize methods and validate models which are developed for railway vehicle systems, roller–rig test equipments are widely used. In this study, a torsional dynamic model of a tram wheel test stand, which has a wheel on roller configuration and has been used for research purposes in faculty of transport engineering, university of Pardubice for many years, is proposed. Numerical simulations are validated by the measurements taken from this roller–rig. This model includes solution to geometrical, normal and tangential problems for wheel– rail interface and models of electric motors. Comparison with measurements shows that this modelling formalism is promising to test and verify proposed methods for the test stand and railway vehicle systems.

Le cas du tramway au Luxembourg. Mémoire de fin d'études présenté en vue de l'obtention du grade académique de Master en Sciences Géographiques, à finalité Territoires, Sociétés et Aménagement KLEIN Charlie Année académique 2014-2015 Réseaux de transport, structures urbaines et choix politiques: Le cas du tramway au Luxembourg. KLEIN Charlie Résumé Le présent mémoire a pour objectif d'identifier les facteurs influençant la géographie d'une nouvelle ligne de tramway urbain en se basant sur le projet de tramway de la Ville de Luxembourg. L'état de l'art nous a fourni deux grandes catégories de facteurs potentiellement explicatifs de l'itinéraire d'une nouvelle ligne de tramway : les facteurs liés à la structure spatiale de la ville et les facteurs liés au domaine politique (choix et priorités politiques). Ensuite, il s'agissait de confronter les facteurs potentiels à l'étude de cas, en vérifiant si ces facteurs théoriques interviennent réellement dans le projet du tramway luxembourgeois. Par le biais d'une analyse cartographique et d'une analyse des rhétoriques développées par les pouvoirs publics, il ressort que ce sont à la fois les facteurs liés à la structure spatiale de la Ville de Luxembourg et ceux liés au domaine politique qui apparaissent comme plus ou moins explicatifs de la géographie du tracé du tramway luxembourgeois. Ainsi, une hiérarchie dans les différents facteurs analysés semble ressortir, où les choix et priorités politiques, influencés par les visions du développement urbain des élus politiques, se caractérisent comme prédominants dans les décisions relatives au choix du tracé. Néanmoins, les facteurs plutôt urbains gardent une fonction nonnégligeable dans la planification du futur tracé et influencent fortement l'autre catégorie de facteurs. La très bonne desserte des polarités d'emplois et des zones de développement urbain, au détriment des grandes concentrations de populations, semble donc résulter des grands objectifs de développement économique et territorial accordés au projet du tramway. C'est en vue d'atteindre ces objectifs que le tramway luxembourgeois a été adapté à la mobilité des navetteurs quotidiens (nationaux et transfrontaliers), en négligeant la mobilité intra-urbaine des populations résidentielles. Master en Sciences Géographiques, à finalité Territoires, Sociétés et Aménagement Année académique : 2014-2015 Promoteur : Monsieur Frédéric DOBRUSZKES Remerciements En préambule de ce mémoire, je souhaite remercier toutes les personnes qui m'ont apporté leur aide et qui ont contribué de près ou de loin à la réalisation de ce travail. Je tiens tout particulièrement à remercier mon promoteur de mémoire, Monsieur Frédéric Dobruszkes, qui m'a guidé tout au long de ce travail et dont la grande disponibilité et les conseils m'ont été d'une grande aide. Je souhaite également adresser mes remerciements aux professeurs Jean-Michel Decroly et Mathieu Van Criekingen ainsi qu'à l'assistant Mathieu Buelens pour leurs avis et réflexions utiles dans le cadre du cours « Travaux approfondis de géographie humaine et séminaires ».

In the pre-1920 Hungary in the regions of Transilvania and Partium the first urban tramway was established in Szatmárnémeti (today Satu Mare, Romania). The study presents the construction history of the tramway, its handover and operation (routes, schedule, vehicles etc.) in the beginning of the 20th century. The two train stations of Szatmárnémeti were connected by a tramway going through the town centre. It had the exceptional feature that it was established and operated by a regional railway company, the Szatmár–Erdődi HÉV.

SOMMARIO -Viene proposto il prolungamento della ferrovia Ceva -Ormea dalla stazione intermedia di Garessio verso la nuova stazione della litoranea raddoppiata nella Piana di Albenga. La valutazione costi -benefici, pur influenzata dalla concreta volontà di attuazione del riequilibrio modale gomma -ferro, viene proposta in senso strategico per le opportunità create sia nell'entroterra Albenganese e Piemontese che in Riviera. G.Salvatico, S.Sibilla, Z.Vangelista pag. 2 di 20 INGEGNERIA FERROVIARIA FEBBRAIO 2007

Depuis son inauguration en 2011, le tramway d’Alger a changé le paysage urbain algérois ainsi que les pratiques liées à la mobilité. La ligne actuelle traverse l’est d’Alger sur une longueur de 16,2 km. Dans ce parcours, le tramway relie des quartiers et des formes urbaines issues de différentes périodes d’urbanisation de la ville. Ces formes sont souvent fragmentées et réparties aléatoirement sur le territoire algérois. L’article qui suit est porteur de l’hypothèse que l’arrivée du tramway constitue, au-delà des préoccupations de transport et de déplacement qui l’ont justifié, un potentiel et une opportunité pour structurer le territoire et relier les différents fragments de la ville. Le texte défend la thèse selon laquelle le tramway doit pour ce faire adhérer le plus possible au territoire. C’est-à-dire qu’il doit permettre de relier toutes les parties de ce même territoire. Chaque station du tramway doit permettre une connexion optimale autant aux échelles supérieures du territoire via l’intermodalité qu’aux échelles inférieures en favorisant le déplacement piéton, qui constitue la métrique la plus adhérente. L’article essaye dans un premier temps de définir cette notion d’adhérence. Il se concentre ensuite sur l’adhérence spatiale à l’échelle locale, en proposant une grille d’analyse. Enfin, il applique cette grille d’analyse sur le cas du tramway d’Alger en évaluant son adhérence spatiale au territoire local des quartiers qu’il traverse.

Il tram e la rete tranviaria dei Castelli Romani: l'inizio dei lavori, l'inaugurazione a Grottaferrata, e altro. Con documenti inediti. Estratto dal numero speciale della rivista "Castelli Romani" dedicato al 100° anniversario della tramvia dei Castelli Romani (1906-2006).

Modern fuel-cell (FC) vehicles (such as cars, buses, tramways, trains, or aircrafts) arose from an infusion of research money by several research agencies, including the U.S. Department of Energy (DOE), the Istituto Motori of Italian National Research Council (CNR), the French National Center for Scientific Research (CNRS), the French National Railways Company (SNCF), the ALSTOM Company, the Japan Railway Technical Research Institute, and so forth. The aim of this research is to study, analyze, and test energy-efficient and environmentally friendly traction systems.

The study presents through the example of 16 towns the role of the highest level of above-ground urban public transport of the era, the tram in the Hungarian urban development outside Budapest complexly (urban development, forms of enterprise, control of traffic, way of life etc.).

This article draws from the case of the oldest electric tramway of South America, in Rio de Janeiro, in order to study the spatial extent of affective bonds. The current struggle for re-installation of the tram network, I argue, presents a moment in which residents’ desires for mobility and access to the city become distributed across various material elements of the transport infrastructure. I conceptualize these elements as ‘promissory things’, that is, things that come to make their own promises, exceeding human utterances. By this, I propose to locate affect in between speech act and materiality. Through contrasting my findings on the attraction of residents to specific instances of urban matter with a collective repulsion to ‘asphalt’ that surfaced after the tram-comeback, I develop a model for the spatialization of affect that interweaves notions of proximity and distance.

The electrification of trams was one of the most significant changes in urban
transport. It led to price reductions, increased speed, better regularity, comfort and convenience,
and the popularization of this means of transport. Its introduction required a new
business model, characterized by massive investment, modern management, and the use
of more sophisticated technology. This innovation came late to Spain and its arrival was
aided by capital from Belgian investors and German multinational corporations.

In the study the writer as the first one defined the common features of the towns in the dualistic era which had modern mass transportation that is, the ones possessing urban railways. From the study you can find out what central function, population, geographical location, rail passenger traffic, infrastructure etc. did the towns had where urban railway was typical.

(English text below)
-Η παρούσα επισκόπηση περιλαμβάνει εξώφυλλο, ελληνική και αγγλική περίληψη και περιεχόμενα. Το πλήρες κείμενο είναι διαθέσιμο στον παρακάτω σύνδεσμο.

Η κατασκευή δικτύων αστικών Μέσων Σταθερής Τροχιάς (ΜΣΤ) μπορεί να μεταβάλει καθοριστικά τη φυσιογνωμία των πόλεων με πολλούς τρόπους, όπως προκαλώντας αλλαγή της δομής τους, ενισχύοντας ή αποθαρρύνοντας συγκεκριμένες αλληλεπιδράσεις, επαναπροσδιορίζοντας την αναπτυξιακή τους φυσιογνωμία κ.ά.. Η ανακοίνωση της επέκτασης του τραμ στον Πειραιά συνοδεύτηκε, ειδικά κατά το πρώτο διάστημα, από μεικτές προσδοκίες όσον αφορά στην αναγκαιότητα και την καταλληλότητά της για την πόλη, ως επί το πλείστον αρνητικές. Όμως, παρά το γεγονός ότι το ίδιο φαινόμενο παρατηρήθηκε και κατά την πρώτη επανεμφάνιση του μέσου στους Αθηναϊκούς δρόμους το 2004, δύσκολα μπορεί να θεωρήσει κάποιος ότι η δημιουργία του επηρέασε αρνητικά τις περιοχές απ’ όπου διήλθε. Ιδιαίτερα στην περίπτωση της Νέας Σμύρνης, ενός δήμου που ο ρόλος και δομή του εμφανίζουν αρκετά κοινά σημεία με την πόλη του Πειραιά, η έλευση του τροχιοδρόμου συνέβαλε αισθητά στην αναβάθμιση της χωρικής της λειτουργίας με ποικίλους τρόπους. Στην παρούσα εργασία διερευνάται το κατά πόσο η ένταξη του Πειραιά στο δίκτυο του τραμ θα ωφελήσει την πόλη, καθώς και σε ποιους τομείς θα την επηρεάσει περισσότερο.

Alternative title: The City of Piraeus before and after the Construction of the Tram Line: evidence from Nea Smyrni.

The construction of urban railway systems sometimes strongly affects the structure and development prospects of the cities. The announcement of the Piraeus tram line extension was followed at first by mixed expectations, most of them negative. The same phenomenon was observed at the beginning of construction of the existing tram line in 2004; however no one can ignore the benefits brought later to its catchment area. Nea Smyrni, a city with a lot in common with Piraeus in regard to its role and structure, has been one of the areas highly benefited by the operation of the tram line. The aim of this study is to research if and how the construction of the planned tram line in Piraeus will benefit and provide stability to the city or not.

Nel corso dei decenni le politiche territoriali applicate a diverse scale non sono riuscite a limitare il fenomeno dello
sprawl urbano e le sue esternalità negative che hanno investito il campo ambientale, quello socio-economico, ma
soprattutto hanno trasformato l’assetto urbanistico delle nostre città. La problematica maggiore è sicuramente
riscontrabile nella non integrazione tra queste politiche e la pianificazione dei trasporti. La debole efficacia delle
politiche infrastrutturali è quindi dovuta in buona parte all’assenza di una visione d’insieme, una visione strategica e
condivisa che porti ad individuare gli interventi necessari ad orientare le trasformazioni urbane all’interno di un
contesto territoriale. Risulta di particolare importanza l’analisi e l’approfondimento di politiche volte alla
realizzazione di corridoi infrastrutturali all’interno del territorio riletto attraverso il concetto di Bioregione. In tal
modo i corridoi non devono essere più visti esclusivamente come l’insieme di infrastrutture che permettono lo
spostamento tra due grandi centri, ma devono divenire assi di riqualificazione dell’intero assetto territoriale di una
bioregione, intervenendo anche attraverso politiche di riqualificazione ambientale degli insediamenti. Attraverso un
caso di studio all’interno della Bioregione Pontina, sarà possibile interpretare la pianificazione integrata trasportiterritorio
non come un ambito formale di intervento pubblico, ma come un processo complesso e articolato che
porti ad azioni intersettoriali in un’ottica di trasformazioni urbane e territoriali che siano condivise quanto più
possibile con le popolazioni locali.

Urbanization, which has been one of the most significant parameters of changing social structure since the beginning of 20 th Century, has also brought urban transport problems. To cope with these transport problems, traditional vehicle priority policies must be abandoned; modern policies taking individual mobility into consideration must be considered. To increase that mobility, urban rail system projects, which have long been implemented in developed countries, have become widespread in Turkey. These projects that have become the main transport system in many Metropolitan Municipalities have recently begun to be implemented in middle-sized cities. This study reveals the developing role of rail systems in transport policies as a tool for social and economic development and explores traffic policy in Erzincan as an example for middle-sized cities in Turkey.

W artykule przedstawiono charakterystykę przewozów pasażerskich na terenie miasta Elbląga, ze szczególnym uwzględnieniem problemów osób niepełnosprawnych i ograniczonych ruchowo. Przeprowadzoną analizę oparto o statystyczne zestawienie rzeczywistej liczby kursów realizowanych przez przewoźników autobusowych i tramwajowych, zwracając uwagę na stopień wykorzystania nowoczesnego taboru niskopodłogowego. Odniesiono się do rozwiązań konstrukcyjnych i użytkowych zastosowanych w pojazdach miejskich, które zostały nałożone przez obowiązujące regulacje oraz przepisy prawne. Pomimo, iż ocena faktycznego stopnia realizacji omawianych zagadnień dotyczy społeczności lokalnej, formułowane wnioski czy spostrzeżenia mają charakter bardziej ogólny. Wynika to z konieczności wskazywania i eliminacji obszarów dysfunkcji współczesnych systemów transportowych, gdyż z podobnymi problemami spotykają się pasażerowie innych miast.

Verkehrsnöte Rhythmus, Taktungund Störungen des Essener Straßenbahnverkehrswährend des ErstenW eltkriegs English abstract: Verkehrsnot-Traffic Emergency.R hythm, Scheduling and Disturbances in Tramway Traffic in Essen During WWI. Mobilityand urban traffic are polyrhythmic constellations which redefine the conditions of time and space in cities. ReferringtotramwaysinEssen,amajor industrial city in the Ruhr district before and duringt he First World War, the article sounds out the relations of traffic, vehicles, consumers and urban space. Technicalrhythms of mobilitypoint to the power relations thatmake social space. The term 'Verkehrsnot' refers to the manner in which spacei st emporallys tructured, clocked and organized by repetition and interruption. The analysis of rhythms supports the attempt to lay open the social and technical conditions of communication. Einleitung

F oreign capital has been of paramount importance in the creation of urban infrastructures because of the magnitude of the investments involved, their technological complexity, and the management difficulties associated with such undertakings. This was especially true in the emerging field of electricity and other associated activities such as tramways. Investment was often motivated by a desire to open up new industrial markets, and certain countries began to concentrate on specific sectors. 1 German capital focused on electrical engineering, the French on urban gas lighting, and the Belgians on tram companies and light railways, in some cases acting as a bridgehead for German electrical groups. 2 Meanwhile the British concentrated on telegraph services, water supplies and tramways. 3 Hitherto, historical research has concentrated on individual borrower countries or on the specific field of electricity. 4 In this article the international investments made by Belgium are analysed both geographically and quantitatively, within the urban transport sector, a sector which has been little researched and in which Belgium played a leading role in several countries. 5 The article looks at the importance of foreign ownership in transport enterprises, a subject of ongoing debate in transport historiography. The hypothesis that the article puts forward is that the promotion of tramway enterprises abroad, via Belgian capital, is linked with the search for new markets for the steel and engineering industries. To this end new evidence will be provided which sheds light on this relationship. This contribution will help us to better understand the role of Belgian capital in promoting tramway networks throughout the world, the motives behind such investment and the mechanisms and strategies used. There are two clearly discernible stages with respect to the periods in which tram enterprises were set up abroad by Belgian firms. In the first of these periods, up to the First World War, the importance of tramway companies increased steadily, while the second, the inter-war period, was one of decline. The expansion of tramway networks and their electrification took place largely in the first stage. Once the basic networks were in place, the economic and political convulsions of the 1920s and 1930s led to the second stage. This article focuses on the first of these periods, which is more important from an historical perspective.

Tanulmányomban Sopron és Szombathely példáján keresztül megpróbálok képet al­kotni arról, hogy Nyugat-Magyarországon mi jellemezte a városi közlekedést, a helyi tömegközlekedést, volt-e utóbbinak hálózata, s hogyan szolgálta mindez a szóban for­gó települések modernné válását a 19. század utolsó harmadában és a 20. század elején. (A vidéki Magyarország modernizációjának e szegmense eddig csak érintőle­gesen került a történészek látókörébe. A korabeli magyar városok rangsorba állításánál minősítő tényezőként e szempontot /tömegközlekedés, közúti vasút léte/ eddig senki sem vette figyelembe.).

THE RISE OF AN URBAN TRANSPORT INFRASTRUCTURE, LA CORUNNA 1876-1925
Abstract: The aim of our research is to depict the birth and developement of public transportation
infrastructure in La Corunna, the biggest Galician city, from the previous projects in the last
years of the XIX century to the installation of the basic tramway system by the mid twenties.
The lack of management skills and financial resources, a common feature in XIX's local governments,
required the participation of private capital, but also these investors suffered some difficulties
because of the seclusion of local capital, given the absence of clear profitability expectations.
A Belgian financing holding, who temporary assumed the property of the Company, was
also unable to manage the situation, and it was necessary the active participation of local banking
capital to promote and finance the setting up of a new electric traction system. A growth –
based policy was implemented and Company completed the urban net and installed a relevant
suburban line; even though, all of these innovations came with a significative time lag in relation
to many other Spanish cities.
Keywords: Local public utilities / Urban transport / Business history / La Corunna.

The 3rd urban tramway of the pre-1920 Hungary was established in Szombathely. The study presents the construction history of the tramway, its handover and operation (routes, schedule, vehicles etc.) in the end of the 19th century and in the beginning of the 20th century.

Paper for the MA in World Heritage.
This paper will champion the inclusion of the St. Charles Streetcar Line in New Orleans (USA) into the World Heritage List (WHL) through a comparative analysis. Up to this point, no streetcar line has been included in the WHL or in the tentative lists submitted by most states that anticipate possible future candidacies. And yet, the ICOMOS study over railways as possible World Heritage sites signalled that “perhaps consideration should be given to designating one of the surviving great urban tramways” (Coulls 1999, p. 11). Thus, our comparative analysis –after a brief description of the proposed site, its outstanding universal value (OUV), authenticity and integrity- will be divided into two: first we will argue that the WHL can and in fact should include a streetcar line; then we will compare the proposed streetcar line with other significant ones from around the world.

An essay on Kolkata / Calcutta's Trams and what they evoke about the city and its mostly Bengali residents... Coldnoon (International Journal of Travel Writing & Travelling Cultures) coldnoon.com/magazine/dialogues/essays/ramblings-on-the-rumblings-of-calcuttas-trams

BUSINESS AND PUBLIC UTILITIES:
THE RISE OF AN URBAN TRANSPORT INFRASTRUCTURE, LA CORUNNA 1876-1925
Abstract: The aim of our research is to depict the birth and developement of public transportation
infrastructure in La Corunna, the biggest Galician city, from the previous projects in the last
years of the XIX century to the installation of the basic tramway system by the mid twenties.
The lack of management skills and financial resources, a common feature in XIX's local governments,
required the participation of private capital, but also these investors suffered some difficulties
because of the seclusion of local capital, given the absence of clear profitability expectations.
A Belgian financing holding, who temporary assumed the property of the Company, was
also unable to manage the situation, and it was necessary the active participation of local banking
capital to promote and finance the setting up of a new electric traction system. A growth –
based policy was implemented and Company completed the urban net and installed a relevant
suburban line; even though, all of these innovations came with a significative time lag in relation
to many other Spanish cities.
Keywords: Local public utilities / Urban transport / Business history / La Corunna.