History of Public Transport

В статье показан масштаб проблемы трамвайных аварий в раннесоветских городах, выявлены ее причины, рассмотрены предлагаемые и реализуемые меры по их устранению, а также дана оценка эффективности осуществляемых действий. Основными факторами катастроф было игнорирование правил безопасности, ошибки вагоновожатых, малое число вагонов и их низкое качество. Несмотря на ряд принимаемых мер, вопрос создания безопасной системы городского транспорта было невозможно решить в нестабильных экономических и социальных условиях 1920-х гг.

Niniejszy artykuł obejmuje analizę infrastruktury nawigacyjnej w kontekście oceny bezpieczeństwa nawigacyjnego oraz możliwości uprawiania żeglugi w delcie Wisły i na Zalewie Wiślanym. W artykule zaproponowano sposób oceny bezpieczeństwa żeglugi (ryzyka nawigacyjnego) w akwenie ograniczonym z wykorzystaniem przestrzennego modelu domeny statku. Słowa kluczowe: infrastruktura nawigacyjna, bezpieczeństwo nawigacyjne, ryzyko nawigacyjne, delta Wisły, Zalew Wiślany. WYKORZYSTANIE TRANSPORTU ŚRÓDLĄDOWEGO W EUROPIE Z danych statystycznych dotyczących obrotu towarowego obserwowanego w Europie Zachodniej w relacji kupno (Purchases) oraz sprzedaż (Sales) [13] za rok 2007 wynika, że 40% towarów w Europie Zachodniej przewożonych jest drogą wodną w transporcie przybrzeżnym i śródlądowym. Ponadto z analizy danych statystycznych [2, 9] zawartych w tabeli 1. wynika, iż w Europie żegluga morsko-rzeczna najbardziej rozwinięta jest w takich państwach, jak Holandia, Francja i Austria. W Polsce przewozy morsko-rzeczne występują sporadycznie. Głównym towarem przewożonym śródlądową drogą wodną w Polsce są kruszywa i minerały, a popularne na całym świecie przewozy kontenerowe nie są realizowane. Statystyki te przedstawiają więc Polskę w dość nietypowej sytuacji. Tylko 0,4% polskich rzek spełnia unijne standardy dróg wodnych [2, 9], a zaledwie 0,7%

The work presents the most important events in the history of electrics in Krakow and Lvov, and the role played by electricians in them. In 1877, the first technical organizations in Poland were established in both Krakow and Lvov. In Cracow, it was the Krakow Technical Society and in Lvov the Society of Completed Technicians. Around 1904, Krakow's electricians associated with Krakow's power plants joined the activities of the Krakow Technical Society, and the first electrical association in Lvov was the Electrotechnical Section, which had been operating informally since 1901 at the Polytechnic Society. During the First World War, in the technical environments of Lvov and Krakow, including among electricians, the awareness of the need to undertake conceptual work on the directions of technology and industry development in the future independent Polish state was growing rapidly. They were convinced that First World War I would create conditions for Poland's independence. ...

This work focuses on several aspects of water-related transportation laws as well as drainage law introduced in the Kingdom of Poland before 1860. Thus, while focusing on a) laws concerning the removal of diverse type of obstacles from the rivers used for official navigation; b) establishing of riverside towing routes; c) construction of rivers verst signs on the river banks, this research also deals with the introduction of provisions concerning draining and receiving of waters, which had a huge impact on the road construction and maintenance process in Poland for the first half of the 19th century.

In May of 1844, more than twenty years after taking the first steps in the field of regulating watercourse transportation issues, the new law introducing strict water transportation measures in the Kingdom of Poland was accepted by the Russian Tsar. These new proposals, though seen as practically harsh and difficult, for instance, possibly limiting the opportunity of obtaining compensation payments might have given some new strong impulses for the development of Polish water transportations issues as a whole.

This paper focuses on the phenomenon of the strongly complicated process of education of cadets and officers of tsarist transportation services corps during the 1830s of the 19th century. While primarily commencing this short study with introduction and changes in the didactic process occurring in Saint Petersburg Institute of Corps of Engineers of Roads of Communication at the early stages of its development, the main scope of the research was to describe: a) changes and restriction in the accessibility to the very process of education given in this Institute, b) the alteration in the formal entry and most of all scientific requirements. c) the outcome and circumstances of final examinations, all happening during the third decade of 19th century.

Article citation information: Rutkowski, M. Primary principles of a compulsory public works system (corvée) in the construction, repair and maintenance of the communication network of the Kingdom of Poland and other former Polish territories ruled by tsarist Russia.

This article focuses on the problem of changing job descriptions of Polish transportation engineers (including general inspectors and voivodeship engineers, as well as newly introduced county engineers) after the fall of the November Uprising. The text also explains possible obstacles that uncoupled these transportation staff officials from their basis duties.

The aim of this article is to present the endeavours undertaken in the 19th century by diverse governing bodies to build or (rebuild) and eventually improve the Polish water canal system. These activities concerned commissions from the Second Council of State, the Administrative Council, the Third Council of State and, inevitably, the Board of Land and Water Communications/Board of the 13th District of Communications, among others. In addition, some of the general state reports, especially those focusing on water transport issues, are analysed in this article. All of the researched matters deal with the following canals: Augustów, Windawa, Brudnów and Wisła-Narew.

The aim of this article is to describe the proposals from administrators during the mid-19th century to improve the regulation of, and the rafting status on, the Vistula and other main watercourses in the Kingdom of Poland. The deliberation process is also shown, especially in order to reveal the genuine attitude of the Tsarist-controlled Polish authorities towards these requests.

The text discusses the circumstances of development and use of urban public transport in Lviv. The issue is presented against a broader context of the social and economic policy of the municipal self-government and the conditions in which various infrastructural projects were implemented in Galicia. In 1879, the city issued a permit for the creation of a horse-drawn tram network to the Trieste Tramway Society (Società Triestina Tramway). The investor, however, was reluctant to further develop the original routes. Therefore, the self-government decided to commission the construction of electric tramway to the company Siemens & Halske. The project proved so successful that the city eventually decided to buy the tramway and operate it on its own. Despite competition from omnibus and horse-drawn tram services, the electric tramway became the most popular means of public transport in Lviv after the expansion of the network in the years 1906–1910. The use of electricity as a source of power proved that Galicia did not lag behind other large cities of the monarchy in terms of innovation and adoption of cuttingedge infrastructural solutions.

This article aims to present the evolution of land, waterways, air and space transport means throughout history and its future perspectives. The means of transport can be classified into land, pipelines, waterways, air and space. The evolution of the means of transport was essential for the development of humanity. What will the land transport of the future look like? What will the waterway transport of the future look like? What will the air transport of the future look like? What will the space transport of the future look like? This article provides answers to these questions.

Magyarországon jelenleg kevés professzionális történész foglalkozik közlekedéstörténettel. A témát többnyire „hobbi-történészek” és műszaki végzettségűek kutatják, gyakran a történettudomány módszereinek figyelembe vétele nélkül, így meglehetősen kevés színvonalas publikáció született a tárgykörben. Még elhanyagolhatóbb azon munkák száma, amelyek nemcsak a technikai paraméterek bemutatására vállalkoznak, hanem a közlekedés fejlődését struktúrában próbálják elhelyezni, valamint annak a modernizációban és urbanizációban játszott szerepét, gazdasági és társadalmi hatásait is vizsgálják.

Note the extended deadline For millennia, transportation has been a vital sector of human societies that has met the demand for moving people, raw materials, products, precious metals and money as well as information, knowledge and pieces of art between places. Making long journeys has always been troublesome, and people have devoted a lot of time and effort to overcome obstacles for travelling and transporting. This session focuses on the role of technology in making transportation easier, faster, and more efficient and reliable. Transportation has always required technological solutions. Moving people and goods from one place to another has frequently faced various challenges and obstacles, and to surpass them, humans have relied on technology. In the course of centuries, some solutions quickly became problems or brought about new difficulties that jammed or even blocked further developments. In other occasions, there occurred phenomena that Thomas P. Hughes called reverse salient, failures in planning which hindered a technological system from achieving some of its original objectives. Technological solutions applied to transportation have shaped local communities, regions, countries and even civilisations. A research question for the session is how decisive transportation technology has been in outlining societies in different parts of the world. How influential transportation has been in various historical epochs? The scope of the sessions includes road-, rail-, water-and airborne transportation (railways, tramways, trucks, buses, ships, ferries, planes) as well as elevators, escalators and funiculars, etc. We welcome presentations addressing any of these means of transportation in sundry time periods and geographical settings and using different methodological approaches. The main goal is to analyze what kinds of challenges have emerged and how were they solved.

W artykule przedstawiono sylwetkę inżyniera Józefa Tomickiego (1863–1925) wieloletniego prezesa Miejskich Zakładów Elektrycznych (MZE) we Lwowie i zasłużonego działacza polskich zrzeszeń elektrotechnicznych. Tomicki ukończył Politechnikę w Karlsruhe. W 1894 roku rozpoczął pracę we Lwowie, gdzie brał udział w budowie pierwszego w tej części Europy tramwaju elektrycznego. W uznaniu zasług przy tej budowie został prezesem Miejskiej Kolei Elektrycznej, która szybko rozszerzyła działalność, przekształcając się w MZE. Jako prezes, Tomicki włączył się w proces elektryfikacji Lwowa i całej Galicji. Należał do Towarzystwa Politechnicznego, gdzie założył Sekcję Elektrotechniczną, drugą najstarszą polską organizację skupiającą elektryków. Znacznie przyczynił się także do powstania Związku Elektrowni Polskich i Stowarzyszenia Elektrotechników Polskich.

The article presents Józef Tomicki (1863–1925), an engineer, the president of the Municipal Electrical Plant (MZE) in Lviv and an outstanding activist of Polish electrical engineering associations. He had graduated from the Polytechnic in Karlsruhe. In 1894 he took a job in Lviv, where he participated in the construction of an electric tram, the first in that part of Europe. As a recognition of his contribution he became the president of the Municipal Electric Railways, which kept growing and soon was transformed into the MZE. As president Tomicki joined in the process of electrification of Lviv and all Galicia. He was a member of the Polytechnic Association, within which he founded the Electrical Engineering Section, the second oldest organisation of Polish electricians. He also made a significant contribution towards the creation of the Association of Polish Electric Power Stations and the Association of Polish Electrical Engineers.

In August 2015, nearly 90 years after the disappearance of trams in Singapore, former Government Town Planner Sit Kwok-keung proposed the cancellation of tram route in Hong Kong (HK), on the grounds that it is no longer efficient.  The proposal instantly led to a surge of local interest on the history of tramways. Tramways were extensively introduced in Asian cities along with the spread of colonialism.  Indeed, the introduction of tramway system is a landmark in the histories of urban transport and urban planning, as it has often marked the shift from pre-colonial man-powered to modern mechanised transportation, and made effective urban planning and economic development possible.  Yet, those topics in an Eastern perspective are scarce, and so in urgent need of further scrutinising and historicising.  This article aims at filling the gap by examining the patterns and impacts of colonial transport development, and its relations with urban planning, using the cases of tramways in two of the most important and busiest British colonial ports in the East – HK and Singapore.  After illustrating some essential background issues, the essay will compare and contrast the developments and impacts of HK and Singapore Tramways, which are then followed by the important but often neglected linkage between transportation development and urban planning in colonies.  It is found that the two tramways experienced similar experiences and difficulties at first, but the lack of governmental support and inferior management strategies in Singapore led to her tramways’ ultimate downfall in the late 1920s, and thus limited the impact on the society.  Furthermore, it is agued that in the period concerned, due to the dominating laissez-faire capitalist approach in colonial administrations, the colonial transport did not play an active role in urban planning but indirectly served as catalyst to urban development.

Chapter three of  Saving Union Station , chapter written  by Joseph Carvalho III(co-written by Wayne E. Phaneuf, Joseph Carvalho III, and Margaret Boyle: published Springfield, Ma.: The Republican, 2017). Details the history of each of teh earliest three railroad stations/Depots of Springfield, Massachusetts beginning in 1841.