Tramway Systems Research Articles

Public services in Erfurt and Frankfurt am Main compared (c. 1890–1914): capabilities in Prussia?

ABSTRACTHow can a modern concept like Amartya Sen's capability approach be introduced in historical studies? One possibility is to ask how public services were implemented in municipal policy and how these services open up capabilities for the individuals of a city. This article uses Sen's theoretical framework as an analytical tool to explore two Prussian towns, Erfurt and Frankfurt am Main, and their public services (job centres and tramway systems) as examples of social policy at the local level.

Curve squeal of urban rolling stock—Part 1: State of the art and field measurements

This is the first part of a series of three papers dealing with curve squeal of urban rolling stock such as metros and trams. After a brief review of the present state of the art, the key parameters involved in curve squeal generation are discussed. Then, some results of field measurement campaigns, on metro and on tramway systems, are presented. A specific measurement methodology is applied for both campaigns in order to record the main key parameters: rolling speed, axle angle of attack, wheel/rail lateral position and modal damping of relevant wheel modes. On-board microphones are mounted close to each wheel of the instrumented bogies in order to locate the squealing wheels. No squeal occurs on the outer wheel of the leading axle in flange contact with the rail. The highest squeal levels are generally found on the front inner wheel. Pure tone frequencies are related to wheel axial modes for metro (undamped steel wheel) and for tramway (resilient wheels). Squeal occurrence is also observed on a bogie with independent wheels.

Briefing: The CIVIS optically-guided urban transport system

Since the late 1990s, many of the larger French cities have been showing keen interest in tramway systems, partly because the public have a much better perception of trams than buses. Therefore one of the challenges for the Irisbus design team was to develop a vehicle which had the on-road flexibility of a bus but the style and image of a tram. It would offer a high quality of ride at a lower capital cost. The outcome was the CIVIS transport system which is based on a totally new vehicle fitted with the Siemens Transportation Systems optical guidance. A transport system with the new vehicles can be installed for a third of the cost of a tramway of comparable capacity. There is minimal disruption to streets while necessary infrastructure, such as raised kerbs and the guidance marking on the road surface, are installed. This paper describes the design of the new optically guided vehicles, the associated infrastructure, manufacturing details, and current and future scenario for their operation.

Briefing: The CIVIS optically-guided urban transport system

Since the late 1990s, many of the larger French cities have been showing keen interest in tramway systems, partly because the public have a much better perception of trams than buses. Therefore one of the challenges for the Irisbus design team was to develop a vehicle which had the on-road flexibility of a bus but the style and image of a tram. It would offer a high quality of ride at a lower capital cost. The outcome was the CIVIS transport system which is based on a totally new vehicle fitted with the Siemens Transportation Systems optical guidance. A transport system with the new vehicles can be installed for a third of the cost of a tramway of comparable capacity. There is minimal disruption to streets while necessary infrastructure, such as raised kerbs and the guidance marking on the road surface, are installed. This paper describes the design of the new optically guided vehicles, the associated infrastructure, manufacturing details, and current and future scenario for their operation.

Electric Tramcar Systems

ABOUT the beginning of the present century many local authorities undertook the installation of electric tramway systems in cities and towns, and many workers reaped the benefit of this system of transport. The coming of the petrol bus has led many to think that in a few years' time tramways will disappear. Their immobility often causes tramway congestion, and intending passengers have to cross a stream of traffic in order to board them, unless this stream be temporarily arrested. When one sees the great part played by tramcars in cities like London, Glasgow, and Manchester, and in many cities abroad, where tramcars with two or three trailers attached are continually going through crowded streets, it is obvious that it will be many years before they are obsolete. The large number of tramcars in Austria which were installed more than twenty years ago on the supposition that vehicles would always drive on the left-hand side of the road has led to difficulties in certain districts where one must now drive on the right-hand side. The cost of obtaining uniformity by altering the tramway lines in Austria is prohibitive at the present time. Just as in the case of weights and measures, what has been done in the past makes it difficult and expensive to introduce uniformity in the future, no matter how desirable proposed changes are. The advent of the trolley bus, which is much more mobile than a tramcar, will doubtless be a great help in the many years which will have to elapse before tramways become obsolete. Their popularity in Great Britain is due partly to the fact that, like electric tramways, they get their power from stations which burn coal obtained at home and not a foreign product like petrol.

Volt-hour meters for tramway systems

Volt-hour meters for tramway systems