New Means Of Transport Research Articles

A formação de um espaço de civilidade em Natal [RN], Praça Augusto Severo (1845-1913)

Durante o século XIX a centralidade de Natal foi ameaçada por outros entrepostos comerciais, surgidos para contornar os obstáculos naturais que dificultavam o escoamento da produção da província do Rio Grande do Norte pela capital. Chega-se a conjecturar a mudança da capital em 1873 ao se buscar novas soluções para esse embate. No final do século XIX um novo ciclo de investimentos se esboça. Ele é marcado pela introdução de um novo meio de transporte que alterava drasticamente a escala espaço-temporal. Esse equipamento marcava a chegada da modernidade nas intervenções territoriais, em que as redes urbanas ganhavam um caráter cada vez mais deliberativo. As novas políticas territoriais eram claramente orientadas para a centralização dos fluxos na capital.Seja para aperfeiçoar os lucros de uma ferrovia particular, ou para obedecer a um plano nacional de fortalecimento das capitais portuárias o objetivo era o mesmo: concentrar em um único ponto – a capital – os meios de transporte. O controle do território deixou marcos físicos muito visíveis na Capital. Este trabalho tem por objetivo demonstrar como essas políticas territoriais se evidenciaram no espaço urbano da capital do Rio Grande do Norte, contribuindo para construir uma nova centralidade na cidade, que se firmou posteriormente como seu principal espaço de representação da civilidade.

La modernizzazione delle cittŕ spagnole: il servizio di approvvigionamento di acqua potabile (1870-1936)

This paper aims to explain the process of change and modernisation that experienced Spanish cities in the period between 1870 and 1936. This profound transformation was in the demolition of old walls and the route of the new ensanches, the arrival of the railway, the development of new means of transport as the tram or the installation of electricity grids and gas. These new economic sectors have been very studied from different points of view. Conversely, a new sector such as water in which economic, legal, urban and ecological interests converge has gone unnoticed through the modern historiography. The implementation of networks at home supply demanded agglutinate public and private interests and can serve as indicator showing the degree of modernization of Spanish cities.

Remote Monitoring and Fault Diagnosis of Ocean Going Reefer Containers Based on Inmarsat F

Marine reefer containers may transport goods at their different best temperatures to any port in the world in a rapid, safe, flexible and economical way, so it has become the most important new means of transport in the international trade. However, during the ocean going transportation, influenced by such changing interference factors as navigation area, solar radiation angle, air and water temperature, reefer containers work under complex and adverse conditions in a long time, so reefer container faults and cargo damage take place frequently. Coupled with increasing types of cargo, only to rely on manual inspections and on-site diagnosis is not only inefficient but also ineffective. Thus, it has put forward higher requirements on the condition monitoring and fault diagnosis system of ocean going reefer containers. In the paper, a data wireless transmission and condition monitoring system of marine reefer containers based on the serial communication interface is designed and a remote monitoring and fault diagnosis system based on Inmarsat F is put forward. With its application to the ocean going ships, it will undoubtedly have great practical significance to the safety operation and economic efficiency of marine reefer containers.

From sightseeing to sunbathing: changing traditions in Swedish package tours; from edification by bus to relaxation by airplane in the 1950s and 1960s

The changing notions of tourism are analyzed by example of Swedish package tours in the 1950s and 1960s, when the dominant means of transportation for package tours changed from buses to airplanes. Simultaneously, Swedish mass tourism developed explosively so that the package tour markets of Scandinavia in the mid-1960s were the largest per capita in Europe. While package tours by bus, dominating from the interwar period until the 1960s, implied city sightseeing and visits to cultural landmarks, package tours by airplanes brought focus on sunbathing on beaches and salt-water swimming. This transformation of purpose of the package tours from peregrination to leisure life hinged on new means of transportation making it possible for tourism to find additional and more varied raisons d'être in comparison to the traditional view of it as a romantic escape from the conditions of modern society.

Attacking the Empire’s Achilles Heels: Railroads and Terrorism in Tsarist Russia

This article analyzes the development of terrorist strategies that focused on sites of modem infrastructure both in Imperial Russia and in other countries at the end of the 19th and the beginning of the 20th centuries. It argues that the construction of railroads not only enabled a significant increase of geographical mobility and economic development in the 19th and 20th centuries, thereby contributing to the integration of national and trans-national spaces. This new means of transportation must also be regarded as one of the prerequisites for the development and spread of modem terrorism. The article reveals that the history of railway terrorism, which has not come to an end today, has its historical roots in the 1860s and 1870s in Imperial Russia.

La pandemia de gripe de 1918–1919 en Bogotá y Boyacá, 91 años después

IntroductionThe pandemic Flu of 1918–19 was the cause of the greatest mortality in history, in a very short period of time. An estimated mortality between 20 and 50 million deaths/year was calculated. The European and American researchers registered three different epidemic peaks, with a special impact between October and November (80% mortality), affecting a large proportion of the economically active population. Since Colombo's second travel, the Flu has been within us, probably associated with the presence infected pigs and horses, brought by the Spaniards. Materials and methodsWe describe the social and health conditions in Bogotá and Boyacá, from documentary sources of the time. Mortality rates were estimated from Church records. ResultsPoverty and overcrowding conditions increased the epidemic lethality. As a result of the inefficiency of the authorities of that time, the control and care of victims were assumed by private organizations. We collected 106,484 records from death certificates, since 1912 until 1927; 9.5% (10,123 deaths) were caused by flu. The mortality rate attributed to the Flu was 4.8 per 1,000 people (2,019 deaths) between October and November of 1918. Children under 5 years and the elder people were mainly affected by Flu. The highest altitude above sea level was a risk factor for Flu mortality and non epidemic waves were observed. DiscussionDue to current general conditions, a new epidemic is possible. New means of transportation may increase its transmission rate. Lessons from the past can lead us to avoid repeating same mistakes in the future.

“TECHNOLOGICAL ESCHATOLOGY” IN MODERN TRADITIONS OF POPULAR ORTHODOXY AND AMONG THE OLD BELIEVERS OF SIBERIA

This article deals with the way the traditional Christian denominations of the Siberian region (mainly popular Orthodox and Old Believers) adopt to changes in the surrounding world. Particular attention is paid to the phenomenon of “technological eschatology” associated with assigning eschatological significance to technology. The spread of technological innovations, such as new means of transportation and communication, new types of household appliances, etc., are considered by the bearers of traditional religious consciousness as a direct sign of the upcoming or already occurring “last times.” The research is based on materials from the long-term field study by the author and on published works of peasant Old Believer writers. In these sources, the new realities of modern life and especially the advances in science and technology of the 20th century are assessed in terms of Orthodox faith.

Re-establishing the Functionality of Older Bridges: Two Case Studies, Italy

For historical reasons, centuries of development in the Italian region have led to a multitude of flourishing but small urban centres. In this context, it is obvious that communication in the form of roads, canals and rivers have been of fundamental importance to the culture and lifestyle of the region. The continuous change that these centres of habitation have seen from the viewpoint of economic, social and urban growth has made the region's communication system even more complex, forcing infrastructure to adapt to a variation in demand on a regular basis. It is quite understandable that in such a context, bridge building has been a frequent stimulus to engineering genius. No wonder then that, apart from some examples of large-scale engineering, the region can also boast an extremely large number of minor river management and bridge works all over the region, characterised by an inventiveness engendered by incredibly varied and sometimes quite unusual requirements. On top of the obvious functional requirements, in many cases, the physical characteristics of the surroundings and the region in general played a major role in conditioning the shape and form of the finished work. The limitations they dictated, choices they forced and environmental conditions they imposed combined to create a modus operandi that over time led to a characteristic style of public works, of which the bridge is the noblest form. The period in which we ourselves are living is equally affected by perpetual change: new safety requirements have emerged together with new means of transport, and new road layouts are requiring the functional adaptation of works designed and constructed to satisfy needs that have long been superseded. If we are to respect tradition, our approach to the modernisation of existing works must be based on a firm understanding of the needs and conditions that led to their construction in the first place. Unfortunately, in the name of modernisation, in recent decades many projects have been little more than acts of vandalism, irremediably destroying the heritage that ancient works could have preserved for future generations. The attitude behind these interventions was not only lacking in respect for the past and for the value of tradition but also ignorant of the factors driving change in the landscape of the locality involved. Nevertheless, exceptions to this rule, in the form of works performed under the guidance of heritage conservation bodies, are slowly bringing about a change of heart, so much so that nowadays modernisation projects based on a thorough understanding of the local area and its history are becoming increasingly widespread. The inability of bridges to fulfill their original purpose has become increasingly manifest in recent years, amplified by an increase in through traffic in addition to local traffic. The speed of such traffic has also impacted negatively on road safety and led to an increase in the number of accidents. On top of this, the cyclists and pedestrians who use older bridges do so not only without specific protective structures in place but often without the most elementary guarantees of safety. This article examines two cases of modernisation of older main road bridges achieved by the construction of cyclist and pedestrian bridges alongside. (A)

THE UNIFICATION OF THE GLOBE BY DISEASE? THE INTERNATIONAL SANITARY CONFERENCES ON CHOLERA, 1851–1894

This article analyses the proceedings of eight International Sanitary Conferences which were convened between 1851 and 1894 to address the danger that cholera epidemics posed to Europe. These conferences are examined in the context of the intellectual and institutional changes in scientific medicine and in the light of the changing structure of internationalist endeavours that took place in the second half of the nineteenth century. The article shows that the International Sanitary Conferences were as much spaces of co-operation as they were arenas where differences and boundaries between disciplines, nations, and cultures were defined. Furthermore, it seeks to shed light on a broader tension of the period. On the one hand, the fact that the world was growing together to an unprecedented extent due to new means of transportation enabled Europeans to establish and expand profitable commercial and colonial relations. On the other hand, this development increased the vulnerability of Europe – for example to the importation of diseases. The perception that the world was becoming increasingly interconnected was thus coupled with the need for controllable boundaries. The conferences attempted to find solutions as to how borders could be secured without resorting to traditional barriers; like semipermeable membranes they should be open for some kinds of communication but closed for others.

Focusing on the environment

The safety of packages and operations is a major concern in ensuring protection for people and the environment. The environmental impact of the activities of Cogema Logistics is covered by an environmental management approach. This systematic approach starts with the design phase for new products and processes and meets several objectives: to reduce the environmental impact of direct activities by optimising the maintenance, management and storage of the fleet and to inform and develop awareness among suppliers. The development of environmental partnerships with suppliers is encouraged to foster collaboration and improve products and services. As part of the sustainable development policy of Areva, Cogema Logistics has decided to extend the management system to environmental using the ISO 14001 model. The associated ISO certification was obtained in February 2003 for all activities and locations. In this context, and beyond the compliance with regulations, Cogema Logistics, together with its customers, authorities, suppliers and local partners, has undertaken to prevent all types of pollution and to continuously improve environmental performance. Within this guiding principle, new package designs or new means of transport must take into account an environmental analysis. Relevant dispositions have been introduced into various steps of the quality security environment management system—tender review, pre-design review, design review, qualification test, feedback disposition (manufacture, transport, maintenance, operation). This paper shows how Cogema Logistics' quality management system can be usefully complemented by an environmental approach.

大規模集客施設の郊外立地規制について考える

1. In debate concerning community development, the essential issues for discussion are: What is a community? What does community development mean? Where are the central city areas? A community is a place where people live and get together, and community development is the creation of such places. The people who live in a community are the key stakeholders. This is because the problem of deteriorating central city areas comes down to the fact that the area's residents are no longer choosing these former central city areas as places to spend money and consume goods. It is therefore essential to incorporate the views of the public in the debate.2. Locations of “communities” have moved from areas along main roads to those near train stations and then to the suburbs. Technological advancement has produced new means of transportation, caused changes in where people live, and transformed people's perception of convenient and pleasant locations. The deterioration of former central city areas, which is occurring across Japan, is a result of the same mechanism of change. Former central city areas are in decline because ofthe way they are internally structured and because of the lack of adequate overall management. Public opinion must be incorporated in these spheres.3. The recent revision of related laws is characterized by a shifting of blame and a complete disregard of public opinion, amounting to a detrimental change of historic proportions. The revised laws shift the blame for the lack of consumer traffic in central city areas onto large-scale commercial facilities and sets out measures to restrict competition. This undermines the everyday convenience of local residents and gives no consideration to their wishes.4. Community development must be undertaken by the municipalities based on their own city planning, incorporating the opinions of residents. Intervention by prefectural, city, and neighboring municipal governments should be kept to a minimum. In community development, it is essential to put in place measures to structurally reform existing central city areas and bring about change in the stakeholders themselves. The key is to promote community regeneration.5. When advances in industrial technology cause major societal shifts, misjudgments are often made in responding to such shifts because of the extremely strong opposition of those who refuse to accept change. It is essential to embrace change and not reject it. New value can only be created where there is change.6. Arguments and assertions that seem to be calling outright for regulation of the supply and demand of commercial capacity have been gaining ground. They are being made under the pretext of vague and ambiguous concepts such as “the building of compact cities” and “community development and the regional community.” How much longer does the government intend to protect places that local residents do not support? Further debate on this issue is needed.

The ecological footprints of fuels

This article discusses the use of alternative fuels in the development of the environmentally friendly car and the promotion of sustainable mobility. Based on well-to-wheel analyses and ecological footprint assessments, this article confirms that the environmentally friendly car truly exists. There is substantial potential for reducing the ecological footprint within a decade by using both new and conventional technologies and alternative fuels. In the best-case scenario, a 75% reduction of the ecological footprint would be possible. However, promoting sustainable mobility requires more than just a strategy to develop the environmentally friendly car—it also requires a substitution strategy to encourage new means of transportation and a reduction strategy to reduce the growth of transport. Therefore, only a combination of these three strategies is compatible with long-term sustainability requirements.

Le Corbusier en la Villa Savoye: la otra promenade

The Savoye Villa provides an excellent example of the Corbusier promenade. It is devised as a series of spaces, which in their entirety show the dynamic character which should be kept in mind by modern architecture, with regard to the new changing vision of cinema and the new means of transport.

Transportation Development in Thailand, 1897-1932; Mapping of Time-distance from Bangkok

Transportation development is one of the crucial elements in the political and economic integration of a territory. During the Chakri Reformation which began in the late 19th century, Thailand sought to hold firmly on her sover-eignty all over her territory in order to create a nation-state centered in Bangkok and to keep her independence. For this purpose, she began to develop her transportation network by introducing new means of transportation, that is, railways and motor-cars, to ensure the reduction of travel time and transport cost between Bangkok and the peripheries. This paper highlights the development of railways and motor-roads in the era of their introduction by employing the concept of travel time-distance between Bangkok and the peripheries.To illustrate time-distance from Bangkok in a map, I gathered a number of records of travels written by Kings, officials, and foreigners and calculated average travel speed of every means of transportation taken during in that period. After computing the average speed, I estimated time-distance between Bangkok and important peripheral cities all over the Thailand and plotted their positions in concentric circles centering in Bangkok.Prior to the introduction of railways, ferry boats and steamers were the chief means of transportation in Thailand. With the invention of steamers, navigation time was remarkably reduced. This was especially true for marine navigation. In contrast to navigation, inland transportation hardly developed except in areas where steamers were available as river transportation. Under these circumstances, maritime cities along the gulf of Siam in the southern and eastern regions were situated “close” to Bangkok, while inland cities in the northern and northeastern regions remained relatively “isolated” from Bangkok.To bring these isolated areas close to Bangkok, the Thai Government constructed the first national railway from Bangkok to Khorat, the urban center in the northeastern region which the people could access only by the means of land transportation. After the construction of the Khorat line, railway networks were extended to the north and south, respectively. Needless to say, these railways played very important roles of connecting Bangkok and the peripheral cities and dramatically reduced the time-distance between them. Apart from railways, many motor-roads were also constructed as feeder lines to the railways.By combining roads with railways, tree-shaped modern transportation networks centered on Bangkok were completed by the 1930s. The time-distance maps from the late 19th to the early 20th century show Thailand's efforts at transportation development which guaranteed and facilitated rapid communication, and movement of people, goods and information within the territory and established a physical base of Bangkok as the core of Thai territory. These transportation networks facilitated the political and economic centralization in Bangkok which was to become the peculiar feature of contemporary Thailand.

Magyarország kommunikációs tengelyeinek alakulása

The analysis of the more than thousand-year-long history of traffic in the Carpathian basin (the historical Hungary) has proved that in spite of the significant changes that have taken place in our relative economic geographical situation within the continent, in the development of the main axes of transportation both the signs of continuity and discontinuity, working against one another, can be shown. This means that there was – regardless of the ages – a certain visible continuity, stableness, in fact, the "conservative" elements of the network are still present and functioning, but following the change of orientation in foreign policy and foreign economy (and only to small extent due to the rearrangement of the regional division of labour within the "inner economy") many an axis of communication changed considerably in importance, in which process the development of transportation technology and the appearance of new means of transportation only played a subordinate role. The basic direction of the main axes and channels of transportation was injluenced by the transcontinental transit traffic and the already long existing mono-central structure of Hungary, while natural endowments (relief, river system) only played a secondary role, diverting and modifying the basic direction in some places. The axes and channels are "tied up" complexes of the tracks and cables of more and more subsectors and means of communications (rail, road, in some places inland navigation, pipelines, transmission lines, telecommunication lines). The dominant elements of there "bunches" are usually the main rail lines that were the first to be built and later attracted the other means of communication to themselves. This attraction, however, is declining in significance, thus the latest means of communication (pipelines, transmission lines, telecommunication lines) do not "cling" to them closely and parallel but only follow their rough direction, mainly it is only vectoral similarity that can be seen. In the formation of the dominant track complexes of our communication macro-structure, in the beginning spontaneity played some role in the creation of natural roads, paths, as did later intuition based exclusively on experiences. From the "artificial" track constructions starting with the Enlightenment (in the era – made up by several periods – of the capital intensive transportational infrastructural investments) approaching the present days, the high level of consciousness appearíng in stricter and stricter planning is typical. of course it was always ex post practice, the experiences of the application that decided whether the direction of the created main axes were actually suitable for the vectors of the actual flows of material, persons and information and for their generating lines, and if so, how long?

The Landed Estate and the Railway: The Introduction of a New Means of Transport in Southern Sweden

The Landed Estate and the Railway: The Introduction of a New Means of Transport in Southern Sweden

Product liability—challenger to quality : N. S. Sreenivasan and V. Narayana. QR J. (India), 65 (May 1982)

This article deals with the way the traditional Christian denominations of the Siberian region (mainly popular Orthodox and Old Believers) adopt to changes in the surrounding world. Particular attention is paid to the phenomenon of “technological eschatology” associated with assigning eschatological significance to technology. The spread of technological innovations, such as new means of transportation and communication, new types of household appliances, etc., are considered by the bearers of traditional religious consciousness as a direct sign of the upcoming or already occurring “last times.” The research is based on materials from the long-term field study by the author and on published works of peasant Old Believer writers. In these sources, the new realities of modern life and especially the advances in science and technology of the 20th century are assessed in terms of Orthodox faith.

Arab radical politics: Al‐Qawmiyyun al‐Arab and the marxists in the turmoil of South Yemen, 1963–1967

The modern history of South Yemen is the result of the interplay of two characteristic elements. On the one hand there is its rigid, traditional, quasi-tribal stratification and unstable political system. ' On the other, there is a certain degree of openness and change. These contradictory qualities derive from the unique encounter of traditionalism and social rigidity, with British domination; from a stable though limited relationship with the northern Arab countries and from a steady movement of emigration to, and contact with, southern overseas communities.2 Hence, the South Yemen nationalist movement grew between the influences of contradictory elements as evidenced in the various directions in which the movement developed. At the beginning of the 1960s, South Yemen already had an established nationalist activity. It included three political parties in Aden, which represented mainly the elite elements of the city; businessmen and high officials. Along the Protectorate in the countryside, tribal flare-ups, which sometimes developed into open rebellions supported by North Yemen (at the instigation of the Imam, as well as with Egyptian assistance), had become quite common since the 1950s.3 Nationwide, a well-organised trade union organisation, the 'Aden Trade Union Congress' (ATUC), acted on behalf of Aden's worker interests. Through strikes and demonstrations it acted as a socialist pan-Arab champion ousting from this position the 'South Arabian League' (SAL), a political party which had had supporters among the upper and middle classes of Aden and the Protectorate. The SAL had seen its best days during the late 1950s, after which it declined slowly, due to British persecution and the ATUC's rivalry.4 The socio-political infrastructure of South Yemen's nationalist activity was derived from a process of modernisation, enabling elements from all social classes to perpetuate old and new conflicts, influenced, finally, by'centres' and 'agencies' of nationalist agitation and inspiration. As it occurred elsewhere in the Arab world, modernisation in the fields of education, economics, administration and health was introduced by Britain with the help of a local elite of Sultans (rulers of South Arabian Shaykhdoms), Sada, (religious seniors, descendents of the Prophet), landowners, tribal leaders and elements of the newly formed strata of educated officials and teachers. Throughout the Protectorate, tribes were antagonised by this elite, after the introduction of new means of transportation and the progress of official posts, supported by a newly trained militia and army. Many tribal units found themselves deprived of traditional means of occupation, income and honour.5 Many inhabitants of the Protectorate, particularly from the Hadramawt, emigrated and formed communities, mainly in the East Indies.

The Industrialized Traveller

Abstract When I mention my research on railroads, people often ask: why railroads and not more contemporary and more important means of transportation, like the automobile and the airplane? My answer is that automobiles and airplanes are important innovations but they are only the successors of the first industrial means of transportation. The decisive qualitative change took place when pre-industrial “organic” travel was transformed into industrial travel. Thus, I am interested in how men adapted to the new means of transportation, i.e., how new forms of behavior gradually emerged to meet the new conditions posed by industrialized transportation. I will try to reconstruct these new forms of human activities on three different levels: the sphere of speculative or philosophical consciousness; the sphere of medicine as the science dealing with the human body and mind; and the sphere of industrial construction and design.

The Middle-Range City in India

There is an enormous range of variation both in the physical characteristics of Indian cities and in the functions which they perform.2 To some extent, such variation is the result of events which have, in the course of time, remolded cities in the wake of political and technological change. Historically this was the case in India when, for example, the focus of political power shifted from one region or city to another, or when technological change, such as the expansion of the railway system in 19th Century British India, left once-flourishing cities by the wayside and enhanced the position of other cities more favorably situated in relation to the new means of transport. In many cases this process is reflected in the disparate functions and urban characteristics-religious, commercial and industrial -which have been assimilated within the confines of a single city. Yet in spite of this diversity, certain specific characteristics and functions of a city often dominate and stand out in bold relief from the others. Thus, it is difficult to mistake the predominantly religious character of such cities as Banaras and Hardwar (despite the strong commercial element which emerged inevitably to accommodate the large number of residents and transient pilgrims), or the metropolitan character of Calcutta and Bombay, or the industrial character of Kanpur. In cities such as the last three, the metropolitan and industrial functions tend to dominate the local market and religious functions. There are other cities in India less readily recognizable in terms of a single dominant characteristic or function. These can best be described as middle-range cities. Their multiformity is typically reflected in a patchwork of small-scale industrial and commercial enterprises, for they incorporate the economic functions of both market towns and small-scale manufacturing centers. Middle-range cities are most commonly situated alongside the main routes of transport and are prominent, for example, in