Railway architecture

Hazai hírek Külföldi hírek KÖZLEKEDÉSPOLITIKA Új pályavasúti termék A vasúti árufuvarozást előnyben részesítő európai hálózat Pozitív eredmények és jövőbeni kilátások A Mediterrán Árufuvarozási Folyosó első éves működése PÁLYA Szolgáltatások a teljes életcikluson át Hogyan eredményez a kezdeti magas minőség hosszú üzemi élettartamot? MŰTÁRGYAK 18 A szolnoki vasúti Tisza-híd tervezése Két egyvágányú, rácsos gerendahíd épült 28 Új Tisza-híd 7 nap alatt A Szolnok-Szajol-vasútvonal rekonstrukciója 32 Vágányépítés a szolnoki Tisza-hídon rekordidő alatt 34 Az edilon)(sedra ERS rendszerű vágányok építése a szolnoki vasúti Tisza-hídon 36 Műanyag aljak a szolnoki Tisza-híd kiegyenlítő lemezén 10 18 28 Helyesbítés Az INNORAIL magazin 2014/3. számának 41. oldalán Speciális vasúti felépítmény a kopár-hágói alagútban felcímmel és 37 000 kg ragasztóanyag főcímmel megjelent cikket az alábbi első mondattal egészítjük ki: A Pilisvörösvár (kiz.) -Piliscsaba (bez.) vonalszakasz pálya-és műtárgyépítési, valamint a kapcsolódó ideiglenes biztosítóberendezési, távközlési, közműkiváltási, kábelkiváltási munkák tervezése és megvalósítása projekt a Szemafor Konzorcium (A-HÍD Zrt., Vasútépítők Pályatervező, Kivitelező és Iparvá gány fenn tar tó Kft. és H.F. Wiebe GmbH & Co. KG) gene rál ki vi tele zé sében épült. 3 2014/4 www.innorail.hu TARTALOM 50 A hívás, amely mindig célba ér: GSM-R rádiók a MÁV-nak és a GYSEV-nek Száz fedélzeti eszközt szerel fel a Funkwerk Magyarország a V43-as és V63-as mozdonyokra 52 A villamos felsővezeték-építés forradalmasítása Cél az üzembiztos, alacsony karbantartási igényű felsővezetéki rendszerek építése PLUSZ 54 A Vasúti Jogharmonizációs Bizottság szükségszerűsége Gondolatok egy ERA-konferencia apropóján 60 40 50 JÁRMŰ 38 A Plasser gépei a magyar vágányhálózaton Az aláverőgépektől a szabályozógépekig 40 Újabb és újabb teljesítménycsúcsok Három évtizedes a folyamatos vágányszabályozási technológia 42 Egyedülálló sínkarbantartási technológia A nagysebességű síncsiszoló jármű magyar vonatkozásai TEB 46 Díjnyertes intelligens vasút irányítási rendszer Intelligens biztonságtechnikai kutatások az Óbudai Egyetemen 52 58 Megfelelőség-értékelés: NoBo, DeBo Vasúti tanúsítás az európai inter opera bi litás megteremtése érdekében 60 Ellenőrző és tanúsító típusú meg fe lelésértékelés A biztosítóberendezések megfelelésének tanúsítása: a magas biztonsági szint egyik záloga 64 Adós, fi zess! Hogyan jussunk hozzá a tervezői díjunkhoz? 66 InnoRail 2015 Vasúti infrastruktúra és innováció Európában Első tájékoztató és felhívás előadás tartására Elküldtük Brüsszelbe a projektlistát Lesz reptéri expressz? 1. kép 2. kép 9 2014/4 www.innorail.hu KÜLFÖLDI HÍREK A Siemens nyerte el a San Franciscó-i közlekedési hatóság (SFMTA) szerződését, melynek értelmében 175 városi vas-11 2014/4 www.innorail.hu

The introduction of railway transportation to the Iberian Peninsula entailed the construction of a series of structures which were essential to its functioning, from the railway lines themselves to water deposits, workshops, and stations. The latter assumed varying degrees of importance, depending on their location along the lines: those which were located in cities, being the starting points of railway lines, were bigger-sized and more important. While some stations were little more than mere halts, very simply built, their urban counterparts in the big cities constituted great public works and are considered, as a group, to be among the most characteristic examples of industrial architecture. In the 19th century, railway stations were the most visible picture of the novel architectonic programmes using cutting-edge technology, regarding materials – iron, steel, and glass – and also lighting, through the use of electricity. This turned them into privileged spaces for applying and d...

This research develops the architectural contributions of Otto Wagner [1841-1918] to the idea of the Sustainable City. For this propose we will use as guiding concept “the need”, since for Wagner it would be the fundament of art, and therefore, the fundament of architectural practice. Emphasis will be located on the Wagnerian notion of “metropolis”, that is understood as the model proposed by Wagner in Vienna that would represent the solu tion for the Sustainable City. Also, we will argue that Otto Wagner was an architect that conceived the city as a living system, since the “apparent functionality” of a built environment is not the objective of architectural practice, instead the objective is to resolve the needs of citizens who dwell the city. This need will have an aesthetic but also a ethics connotation, it is what we will call “true functionality”, we contend that Wagner’s proposal resonates profoundly with contemporary concerns, aligning closely with the objectives outlined in the 11th goal (point 2nd and 3rd) of the “Sustainable Development Goals” of the United Nations [2015] and the European Union’s “New European Bauhaus” initiative [2021]. Through this examination, we highlight the enduring relevance of Wagner’s ideas and their potential applicability to the challenges of the 21st century.

The study examines the interaction between the black locust and the government policy in Hungary and its context from the mid-eighteenth century to the recent past. It reveals that the interaction between scientific knowledge and government policy-initiated tree planting campaigns was an important factor throughout this long period. The case of black locust illustrates how the assumptions made about a species by those carrying out scientific research and presenting it to the pub-lic can lead to characteristics being overlooked and subsequently causing serious environmental problems. Exploring the social and political context of scientific knowledge is therefore an important element of environmental history, and this is particularly true in the case of the history of invasive species. The study also shows that urban spaces are important sites of coexistence between black locust and the human communities.

The History of the concrete road building goes back to antiquity. The network of Roman Empire is considered as rigid pavement technology, which is proven by the durability of the still intact road sections. This was followed by the development of cement concrete road construction as well. After the initial difficulties of construction of the concrete pavement the speed and the durability clearly defined success. In countries where the technology was taken seriously and proper maintenance of the discipline techniques used at the right time, there is continuously present the concrete pavement as part of the road network. In Hungary the concrete pavement construction can be divided into several distinct ages. The last few years have proven that the concrete pavement can be resistant to the extraordinary current heavy traffic for longer term, because the construction was appropriate and the maintenance is properly.

Bridges have always played an important role in the history of mankind. The ancient wonders of engineering are mostly destroyed, but some bridges are still available. The role of bridges has been increasing. The present infrastructure of our age is unthinkable without bridges. Domestic implementation of the PONTIS Bridge Maintenance method has allowed us to have a up to date information about our bridges. In the study we examined the most critical 60 of 5720 bridges in Hungary. We analyzed the potential development of bridges and selected the optimal solutions. The research analyzed the complete Hungarian road bridges network system, but at the end we concentrated on this 60. We set up differently hypothesis based on current deteriorations. Differently deterioration, depend on the superstructure was modelled using the additional cost of road users to detect the current virtual value of the 60 bridges

1940’lı yıllarda Türkiye Cumhuriyeti Devlet Demiryolları’nın düzenlediği iki adet mimari proje yarışması bulunur. İlki, 1945 yılında ödülleri açıklanan Erzurum Gar sahası içerisinde kurgulanan ‘Erzurum İşletme, Toplantı Binaları ve Memur Evleri Mahallesi’ proje yarışmasıdır. Diğeri ise, 1946 yılında ilan edilen ‘Eskişehir Garı’ proje yarışmasıdır. 1940’lı yıllardaki mimarlık üretimi ve bilgisinin paylaşılması için oldukça önemli olan bu iki yarışma sonrasında kazanan projeler gerçekleştirilmemiştir. Bu makale, bahsi geçen yarışmaların sonuçlarını ve gerçekleştirilememe nedenlerini, sözlü tarih görüşmelerinden ve yazılı basın ve arşiv taramalarından elde edilen bulgular eşliğinde, Türkiye’nin 1940’lı yıllardaki ekonomi, mimarlık ve demiryolları politikaları ile değerlendirecektir.

Anahtar Kelimeler: Türkiye demiryolu mimarisi, Devlet demiryolları mimari yarışmaları, Erzurum gar sahası, Eskişehir gar, TCDD

Abstract
There are two architectural competitions held by State Railways of Republic of Turkey (TCDD) in the 1940s. The first one, which announced its prizes in 1945, was organized for Erzurum main station area, named as “Project Competition for Erzurum Admi- nistrative and Meeting Buildings and Housing Neighborhood for the Officers”. The second one, which was announced in 1946, was held for a new main station project in Eskişehir. These two competitions are highly important in terms of dissemination of the architectural production and knowledge of 1940s. Yet, first prized projects were not applied in neither projects. Through the politics of economics, architecture and railways of 1940s, this article will be evaluating the results and the reasons of why these projects were not implemented at all.
Keywords: Railway architecture in Turkey, state railways architectural competitions, Erzurum station area, Eskişehir station, TCDD

COMO CITAR: SILVA, Tainá Maria. OLIVEIRA, Eduardo Romero de. A pesquisa documental através de um nome próprio. In Anais da VI Jornada de Jovens Pesquisadores em História e Patrimônio Ferroviário. Assis, 2023, p.12-17.
ISBN 978-65-980775-0-1 (e-book)

The urban cores of the modern metropolis around the world exploded in the 1960s, marking the beginning of the end of the metropolis era and affecting urban planning and policy-making. Furthermore density convergence plays a key role in the emergence of a new urban form, the expansive, polynucleated, densely networked and globalized city-region. (Soja, 2011) In such phenomenon mobility is one of the strongest driven of the urbanized world in the creation of a compact sustainable urban environment. Combined with technology, information and the increasing need for people to live in attractive places, it leads to the creation of a dispersal polycentric urban reality. Over the last decade there is a shift from the monocentric dualism of dense city and sprawling lowdensity suburbanization to a polycentric network of urban agglomerations, especially strategic interventions around infrastructural nodes, i.e. multimodal transportation hubs. Gradually World Cities (Hall, 1966; Friedmann, 1986...

The article presents the entire creative activity of Julian Lisiecki, a graduate of the Faculty of Architecture of the Technical University of Karlsruhe, committed to the protection and restoration of national heritage, a member of the Society for the Protection of Monuments of the Past [Towarzystwo Opieki nad Zabytkami Przeszłości], and an architect involved in the design of state construction investments of the Second Polish Republic. The text is based on archival material, the architect’s diaries made available to the author, and a careful study of professional journals from the period of Julian Lisiecki’s professional activity. Due to the scope of the text, emphasis was placed on presenting all aspects of the architect’s activity – from design and conservation projects, through journalistic activity, to involvement in professional associations, participation in competitions and service in the Ministry of Public Works and Military Affairs, omitting a detailed analysis of individual works.

Part 1-Research background Introduction Object of study and research structure Research method and consulted sources Existing field of research Other PhD theses at the TU Delft Specification of terms and theoretical framework Research hypotheses Motivations

A fenntartható közlekedésfejlesztés egyik alappillére a kerékpáros infrastruktúra fejlesztése. Szombathely városában 2020-2021-ben 13 helyszínen valósult meg a kerékpárforgalmi hálózat egy-egy hiányzó eleme. Jelen cikk a 13 szombathelyi helyszínre készített közlekedésbiztonsági auditok felhasználásával arra keresi a választ, hogy a különböző kerékpárforgalmi létesítmények milyen hatással lehetnek a közúti közlekedés biztonságára.

La storia – personale e professionale – dell’architetto Angiolo Mazzoni, noto per i suoi edifi ci pubblici ferroviari e postali disseminati in tutto il territorio italiano, dimentica spesso di raccontare il quindicennio da lui trascorso in Colombia, non attribuendo così il giusto valore ad una opera che - seppur perlopiù non realizzata - contribuisce a ricostruire l’immagine poliedrica di una figura di spessore del Novecento come quella del Mazzoni. La ricerca intende far emergere non solo il portato dell’opera colombiana dell’architetto italiano, ma intende farlo restituendo il giusto valore all’architettura rappresentata da Mazzoni, ovvero riconoscendo al cospicuo corpus grafi co conservato pressoil Fondo Angiolo Mazzoni del MART di Rovereto il valore di disegno teorico, luogo di un importante sperimentalismo sulla forma (Purini, 2017). L’analisi del Fondo Mazzoni, assieme a quella del Fondo Ministerio de Obras Públicas presso l’Archivo General de la Nació n a Bogotá, ha permesso ...

La storia – personale e professionale – dell’architetto Angiolo Mazzoni, noto per i suoi edifi ci pubblici ferroviari e postali disseminati in tutto il territorio italiano, dimentica spesso di raccontare il quindicennio da lui trascorso in Colombia, non attribuendo così il giusto valore ad una opera che - seppur perlopiù non realizzata - contribuisce a ricostruire l’immagine poliedrica di una figura di spessore del Novecento come quella del Mazzoni. La ricerca intende far emergere non solo il portato dell’opera colombiana dell’architetto italiano, ma intende farlo restituendo il giusto valore all’architettura rappresentata da Mazzoni, ovvero riconoscendo al cospicuo corpus grafi co conservato pressoil Fondo Angiolo Mazzoni del MART di Rovereto il valore di disegno teorico, luogo di un importante sperimentalismo sulla forma (Purini, 2017). L’analisi del Fondo Mazzoni, assieme a quella del Fondo Ministerio de Obras Públicas presso l’Archivo General de la Nació n a Bogotá, ha permesso ...

A nagy, tervezett egyenes sugarutak epitese reszben katonai telepulesek, reszben kertek kialakitasatol eredeztethető. A keső reneszansz kertek centralis elrendezeset a barokk szellem terjesztette tul a kert hatarain es illesztette tagabb kornyezetebe. Ez a rendszer valt kesőbb a varosok 19. szazadi rendezesenek is a mintakepeve. Mig a peldakent szolgalo parizsi es romai sugarutak megőriztek a barokk kialakitas vegtelenbe nyitott perspektivajat, a budapesti kovetők atvettek a reprezentativ kialakitasmodot, ugyanakkor az Andrassy ut tengelye megtorpant a kiepitett sugarut mindket vegen. Szaz evvel kesőbb a forgalom felnovekedesevel indokoltak azt, hogy a reprezentativ ut mindket vegen ki kellett alakitani a kozuti forgalom fizikai tovabbvezetesenek lehetősegeit. Az ekkor letrejott konstrukcioknak semmi kozuk nincs az Andrassy ut szellemisegehez, raadasul a forgalomtechnikai megoldasok sem alltak ki az azota eltelt harom evtized probajat. Az előado mindazoknak a forgalmi megoldasoknak ...

In relation with the construction of the new metro line of Budapest — recently halted by the Government — the Author provides an overview of the area of Kelenfold railway station that forms the western gate of Budapest and discusses its past and desired future development. Despite its favourable location within the city structure, the Etele square and its vicinity did not become an integral part of the capital, although this would have been beneficial from several aspects. In the Authors opinion, the planned fourth metro line would further strengthen its peripheral function. In order to increase the value of the area, the following actions shall be taken: - pedestrian and public transport access to the stations subways from each direction shall be upgraded and the crossing with public transport routes shall be arranged, - when planning the improvement of the connection with the Pest side of the town, the recently opened Lagymanyosi bridge shall be taken into consideration, - urban r...

Este trabalho teve como principal objetivo identificar e analisar características materiais das oficinas ferroviárias construídas no estado de São Paulo no período entre 1860 e 1930. A pesquisa se justifica pela importância desse tipo de edificação e pela grande lacuna de estudos nacionais em relação à arquitetura industrial, principalmente relacionados às oficinas ferroviárias. Para o levantamento, foram priorizadas as companhias de maior relevância econômica e as que dispunham de maior número de documentação. Foram consultados relatórios administrativos de algumas companhias férreas paulistas a fim de identificar a localização de suas oficinas e tratados ferroviários do século XIX para compreender alguns aspectos da espacialização das oficinas e bibliografia nacional especializada em arquitetura industrial e ferroviária. Este trabalho resultou em um mapa de localização das oficinas encontradas, através do qual foi possível identificar questões referentes à implantação, composição ...

Wie de Hoge-Snelheidsspoorlijn (HSL)een warm hart toedraagt doet er goedaan de in maart jongstleden verschenenHSL-Nota aan te schaffen. Behalvedat de nota een aantal achtergrondenvan de flitstrein blootlegt, draagt dekoop van de nota bij aan de privatefinanciering ,,van de benodigde infrastructuur:de nota, bestaande uit 2 delen,kost namelijk maar liefst 180 gulden.

Most of the life cycle of the railway infrastructures is singularly long-lived. Thus, in the case of the reference buildings, as is often the way with the travellers buildings, their use far exceed the century. In addition, many of these stations were born in the 19th century with a symbolic representation load with which they have not still parted. This is the reason why many analyses referred to railway heritage are emotionally charged. In our study of the case, the railway station of Almería, 125 years after its construction, the building remains without use since in 2000 was replaced by the attached intermodal station, which has led at present to an intense debate on his preservation and reuse. It is a building that, despite possessing singularities and architectural relevancies of great interest, the process of patrimonial protection is un^inished being a clear threat to the integrity of the building. As it is exhibited in the text, despite the modesty of the railway company that built it, the building stands out on most of the principal stations of Spain. We do a brief managerial note of the company that entrusted its construction and later we study closely the architectural program of the building, the different interventions carried out and the current situation of the heritage protection.

O presente texto tem por finalidade analisar como se deu a construção das oficinas ferroviárias da Companhia Paulista em Jundiaí, São Paulo. O recorte temporal é limitado ao século XIX, compreendendo os anos entre 1892 e 1896, período em que foi construída a edificação original. Esse tipo de estudo se justifica pelo fato de que as oficinas de Jundiaí detinham uma construção singular para o período em comparação com as demais estruturas do tipo existentes no estado de São Paulo. Por meio da observação visual e do conhecimento de bibliografia específica, foram analisados elementos como implantação, materiais, sistemas, aberturas e ornamentos. A partir dessa análise, pode-se ampliar o conhecimento sobre algumas das técnicas construtivas utilizadas, além de elucidar aspectos do patrimônio industrial edificado.

How can new forms of interdisciplinarity between city-making and dance-making help engender care for bodies, both human and non-human, in public spaces? What kind of publicness emerges through design frameworks shaped by performances and encounters in the urban design process? These questions frame Theatrum Mundi's (TM), 1 engagement in European Architecture programme: Future Architecture Platform in 2021, and their theme of Landscape of Care. TM's engagement was through 'Movement Forum' project, 2 a series of interdisciplinary workshops, bringing together creative practitioners (selected by TM based on their ethos of practice), architects and urbanists to raise an embodied awareness of complex challenges of urban mobility. The project was a provocation to disciplinary design of urban movement, to the set of standard elements and spaces in mobility design, which, although innovative and technologically enhanced, focus too narrowly on major transformation of transport infrastructures. Urban planning and design frameworks contribute to these challenges by misconceiving micro-mobility in cities, underestimating the diversity of bodies and assuming movement and presence in public spaces as everyone's spatial right (Goh et al., 2022; Kern, 2021). Lack of multiscalar understanding of (im)mobility, as Sheller (2018) argues, result in bodies being unequally governed, adapting themselves to the norms of the built environment and socio-cultural behavioural patterns. In what follows, I offer my own account of Movement Forum, based on my experiences of being both a participant and a co-organiser of the workshops. The contribution of spatial practices, namely choreography and movement, to urban (im)mobility is explored where participants respond to the/a [verbal or written] brief, dwell the site and encounter others. The socio-political concerns around public spaces and mobility of bodies framed the brief of each workshop. In London, the focus on Power and Gender was a reflection on recent violence against women in public spaces and in Paris, Wildness and Queer Counter-Publics was a reflection on the City's recent commitment to rewilding efforts. The paper focuses on such embodied responses through unfolding the contributions of Fem_arc (a Berlin-based collective of architects and artists working on projects from an intersectional feminist angle), and Habibitch (Algerian-born Paris-based, non-binary, queer, femme, dancer, choreographer and activist). Within the Theatrum Mundi's 'Movement Forum,' these creative methodologies were applied with 21 diverse bodies of participants in each lab.

Embodying Otherness explores the presence, stillness and movement of bodies in the city, and the ways they are constantly restricted, codified and practiced. How can we challenge codes embedded in urban design which limit our right to be and move in the city? And how can we accommodate future changes by navigating the unknown and imagining alternative realities?

Contributors: Adesola Akinleye/ Andrea Cetrulo/ Blanca Pujals/ Cecily Chua/ Elahe Karimnia/ Ellie Cosgrave/ Fani Kostourou/ Giuditta Vendrame/ John Bingham-Hall/ Lisa Sandlos/ Luke Gregory-Jones/ Marcos Villalba/ Matthias Sperling/ Paolo Patelli/ Paul Setúbal/ Pepa Ubera/ Rebecca Faulkner/ Rennie Tang/ Richard Sennett.

In this essay I unpack the notion of 'flexibility' in creative cultural workspaces through the lens of artists and makers in such spaces. The photogenic spaces of the co-working model only fulfil the
needs of a very specific type of cultural producer and are more akin
to precarity. Unlike the intentions of creating free spaces which usually result in sacrifice and compromise of these individuals, flexibility  is the compatibility between constraints of space (its form, material, regulations), an individual’s creativity and social support; a spatial agency in adapting spaces, experimenting with the use of space, and negotiating socio-economic models, which are more inclusive and caring towards these creative producers.

How can new forms of interdisciplinarity between city- making and dance-making help engender care for bodies, both human and non-human, in urban landscapes? How can dance, and particularly the form of the party, reveal and respond to issues of mobility justice in cities?

This publication addresses questions in the design of urban (im)mobilities, voicing the choreographers, dancers, architects, and urbanists that contributed to the Movement Forum project. It narrates the experiments they led, the processes they went through, and the encounters they had along the way.

Encounters that challenged not only the way they relate to each other but also the way they move and co-exist in space; the way they present themselves, embody their identities and accommodate the identities and presence of others; and the way they relate to non-human species and inanimate things with whom they share their habitat. It is these encounters, whether amorous, meaningful, lasting, intimate, conscious or not, that this book wishes to celebrate.

Movement Forum was a project curated and organised by Theatrum Mundi in 2021 as part of the Future Architecture platform programme ‘Landscapes of Care’ co-funded by Creative Europe.

Edited by Fani Kostourou and Elahe Karimnia

Contributors: à la sauvette/ Adam Moore/ Barbara Araque/ Diego Jenowein/ Elahe Karimnia/ Eloise Maltby Maland/ Ernesto Ibáñez Galindo/ Fani Kostourou/ fem_arc/ Lara Stöhlmacher/ Gloria Calderone/ Habibitch/ Héctor Suárez/ Iro Xyda/ John Bingham-Hall/ Lee Campbell/ Luc Sanciaume/ Mahsa Alami Fariman/ Marcello Licitra/ Pablo Castillo Luna/ Rafael Alvarez/ Rebecca Faulkner/ Sara Wookey/ Takako Hasegawa/ Victoria Noakes

ISBN 978-1-9161864-9-1

A közúti áruszállítás szerepe az árumozgatásban, és a tevékenység során kibocsátott káros anyagok mennyiségének változása The Role of Road Transport in Freight Transit, and Changes in the Extent of Pollutants Emitted during the Transport Az éghajlatváltozásért nagymértékben felelősek a közlekedés résztvevői által kibocsátott káros anyagok. A logisztikai anyagmozgatás, áruszállítás során nagymértékű károsanyag-kibocsátás keletkezik, így a személyszállító járművek vizsgálata mellett ma már komoly hangsúlyt kell fektetni az áruszállító járművek károsanyag-kibocsátásának vizsgálatára és csökkentésére. Cikkemben vizsgálom a jelenleg használatos áruszállító eszközökön belül a közúti áruszállítás járműveinek arányát és a hozzájuk tartozó EURO-normarendszert. Vizsgálatom célja, hogy feltérképezzem azokat az adatokat, amelyek alapján megfelelő képet kapok arról, hogy hol, milyen arányban használnak közúti áruszállítási járműveket, és információhoz jussak azzal kapcsolatosan, hogy e gépjárművek károsanyag-kibocsátási szintjének megengedett értéke jelenleg milyen besorolásba tartozik. Az ismertetett információ kutatásom alapját képezi, mivel a későbbiek folyamán az áruszállítás károsanyag-kibocsátását és az ehhez kapcsolódó készletszint kapcsolatát tervezem vizsgálni.

OverHolland – Architectural studies for Dutch cities is a series published by the Department of Architecture at the Delft University of Technology. The editors plan to publish two issues a year. The field of architectural research covered by the series includes both typological and morphological urban studies and the question of architectural interventions in the context of Dutch cities.The first issue explores the problems, and reports on the ‘Transformers of the European city conference, with contributions by architects Jo Coenen, Alber-to Ferlenga, Hans Kollhoff and Bob van Reeth. Randstad Holland, Green Metropolis and Delta Metropolis are concepts that have been used by planners to define Holland as a metropolis. Proposals for the expansion of towns and cities, infrastructural works, ecological corridors, recreation areas and high-value urban hubs have been grafted on to this planning model by landscape and urban designers. At the end of this chain of virtual productions, it is ...

A cikk az intermodális vasúti-közúti áruszállításban hatékonyan alkalmazható egységrakomány átrakó berendezést ismertet. Az egyedi műszaki megoldás eredményeként az ismertetett gép akár automatikusan is képes az egységrakományokat a vasúti és a közúti fuvareszközök között átrakni. Az ismertetett átrakási technológia eredményeként, nem szükséges a két fuvareszköz egyidejű jelenléte. A megoldás a magas szintű robotizációval nem csak Ipar 4.0 megoldás, de a fenntartható áruszállítást is megalapozó Logisztika 4.0 megoldás is lehet.

The present work presents the modernization caused by the railway in the constitution of the urban landscape between the end of the 19th century and the beginning of the 20th century, considering as a clipping the city of São José do Rio Pardo, located in the northeast of the state of São Paulo, Brazil. The analyses are based on the decisive influence of the construction of the railway structure, which stood out in the development and configuration of the Rio-Pardense urban space as part of a dynamic work. To this end, this article contextualises and characterises the material properties of the Central Station, emphasizing its influence on the conformation of the landscape. Diverse primary sources were used in this study, such as reports of the Mogiana Railway Company, building projects, registration plan, news, and a vast iconographic collection. The theoretical framework consists of the contributions of Santos (2004, 2012), especially on the concepts of landscape and roughness.

En 1918 los ingenieros Fernando P. Casariego y Manuel Herrero firman el proyecto de construcción del tranvía eléctrico de Oviedo, que se llevó a cabo durante los siguientes años; la obra fue promovida por la sociedad anónima Tranvía Central de Asturias dentro de una ambiciosa iniciativa que aspiraba a crear una red tranviaria en toda la región a partir de la ovetense. El texto describe aspectos relacionados con el esquema de líneas, los parámetros de trazado, la anchura de vía elegida y los tipos de carril, la alimentación eléctrica, los edificios erigidos, el estudio de explotación realizado o las principales cifras del presupuesto entre otras cuestiones. La investigación aporta luz a la historia de la construcción de los tranvías eléctricos proyectados a caballo de los siglos XIX y XX en numerosas ciudades españolas y europeas.

Európában az egyre inkább kiépülő vasúthálózat mellett szükség volt a helyi igények kielégítése céljából a fővonalakhoz csatlakozó mellékvonalak, helyi érdekű vasutak építésére. Ezeket különböző mértékű állami támogatás mellett magántársaságok építették és üzemeltették. Magyarországon a helyiérdekű vasutakra vonatkozólag már találunk célzást gróf Széchenyi Istvánnak „Javaslat a magyar közlekedési ügy rendezésérül” című munkájában is. A fővonalaknak egyenes irányban való vezetését kívánatosnak jelezve a többi között arra is utalt: „Miszerint egyes helyek érdekeinek az a kedvezőbb, ha szárnyvonal vagy jó utak által jutnak kapcsolatba a lehető legrövidebb vasútvonallal, mint mikor a sok kitérések és görbületek által meghosszabbodott vonalon a drágább vitelbért örökre fedezni kell…”
Az Országos Magyar Gazdasági Egyesület közgazdasági osztályából kiküldött bizottmány az „olcsó vasutakról” 1865-ben készített tanulmánya már rendszeresebb megfogalmazását adja a helyiérdekű vasútügynek. Ebben az országos fővonalak mellett a másod- és harmadrendű vasutak csoportját. A harmadrendű vonalaknak tekintik azokat, amelyek „jó mellékutak hiányában az első és másodrendű vasutakból kiágaztatva, kiválóan helyi érdekeket képviselnek.”  Ezekre a vonalakra nézve azt javasolták, hogy azok lehetőleg olcsóbban épüljenek és rendeztessenek be és azokat a fővonalak üzemeltetői anyagilag is támogassák. Továbbá javasolták, mivel a mellékvonal-hálózat az ország érdeke, azt a törvényhozás anyagilag (kamatbiztosítással) is támogassa.
Úttörő munkát végeztek báró Aczél Péter és Boros Béni, akik az arad-kőrösvölgyi vasút létrehozásával követendő példát adtak az olcsó, vonalmenti vidék önerejére támaszkodó építkezésnek és a takarékos, de a vidék érdekeit hathatóan kiszolgáló üzletvitelnek. Ezt követően több hasonló jellegű vasútvonal nyílt meg, majd az országgyűlés az 1880. XXXI. tc.-vel a helyiérdekű vasút ügyét rendszerbe foglalva szabályozta.
Az 1880. évi törvény célja volt a helyiérdekű vasutak (HÉV) építésének előmozdítása. Ennek érdekében megkönnyítette az ilyen jellegű vasutak építésének engedélyezését, ösztönözte a külföldi és hazai tőkét a vasútépítési vállalkozásokra, anyagi támogatást helyezett kilátásba az építkezésekhez, lehetővé tette, hogy a vármegyék és egyéb közületek is támogassák a helyiérdekű vasutak létesítését. Különösen nagy értékű volt a helyi (megyei és községi) támogatás az építéshez szükséges területek olcsó vagy ingyenes biztosításával, a vasútépítés céljaira történő adókivetés és közmunkaváltság vasútépítéshez való felhasználásának engedélyezésével. A HÉV-ek építésének finanszírozására részben hazai, részben külföldi tőke befektetésével külön bankok és részvénytársaságok is alakultak. A második HÉV-törvény nyolc évvel később jelent meg (1888. évi IV. tc.) Ez a törvény megállapította, hogy az előző szabályozás alapelvei helyesek voltak, a hazai viszonyoknak megfeleltek, néhány hiányossága miatt azonban szükségessé vált az előző törvény kiegészítése.

http://arch.et.bme.hu/arch_old/kortrs27.html

In the modernization process of the world, as the most important symbol of the industrialization period the railways contributed greatly to the transformation of the cities on the route. This transformation process in the field of cultural, urbanism and architecture has been a painful but permanent process for many cities. In the same period, with the railway movement that started in the Ottoman Empire, a similar transformation took place in the Ottoman Cities. One of the most important transformations took place in the capital, Istanbul. In this article, the transformative effect of the Rumeli Railway line, which opens to Europe from the Hejaz, Baghdad, and Rumeli Railway lines and passes through Istanbul and is of great importance for the city, on Istanbul has been studied.

The introduction of railway transportation to the Iberian Peninsula entailed the construction of a series of structures which were essential to its functioning, from the railway lines themselves to water deposits, workshops, and stations. The latter assumed varying degrees of importance, depending on their location along the lines: those which were located in cities, being the starting points of railway lines, were bigger-sized and more important. While some stations were little more than mere halts, very simply built, their urban counterparts in the big cities constituted great public works and are considered, as a group, to be among the most characteristic examples of industrial architecture. In the 19th century, railway stations were the most visible picture of the novel architectonic programmes using cutting-edge technology, regarding materials – iron, steel, and glass – and also lighting, through the use of electricity. This turned them into privileged spaces for applying and d...

The introduction of railway transportation to the Iberian Peninsula entailed the construction of a series of structures which were essential to its functioning, from the railway lines themselves to water deposits, workshops, and stations. The latter assumed varying degrees of importance, depending on their location along the lines: those which were located in cities, being the starting points of railway lines, were bigger-sized and more important. While some stations were little more than mere halts, very simply built, their urban counterparts in the big cities constituted great public works and are considered, as a group, to be among the most characteristic examples of industrial architecture. In the 19th century, railway stations were the most visible picture of the novel architectonic programmes using cutting-edge technology, regarding materials – iron, steel, and glass – and also lighting, through the use of electricity. This turned them into privileged spaces for applying and d...

The reason for the construction of the Ngabean (Yogyakarta)-Palbapang (Bantul)-Sewugalur (Kulon Progo) railway line with a length of 28 km was to accommodate 4 sugar factories along the line. In order to shorten the rail transport line on the Yogyakarta-Sewugalur railway line, 12 small stations were made. But unfortunately, in 1942 this line was closed causing some of these stations to be closed and disappeared. Among the available stations are Winongo Station, Bantul Station, and Palbapang Station. This study aims to look at the characteristics of 18th century Dutch Indonesian architecture in the station building. Knowing the architectural character of the station building can play as a reference for maintaining the conservation of historical buildings in Indonesia. This study employed a rationalistic-qualitative approach. To identify the architectural character of the station building, this study was conducted by looking at the spatial system, architectural system, and structural ...

What makes Detroit special is the discretion with which an impressive and ambitious programme has been inserted into the urban fabric of the Amsterdam Eastern Docklands. The ‘luxury along the river IJ’ development consists of a big assortment of rental apartments (82 units, 106 to 238 m2, with rents ranging from €1,500 to €5,000 per month), 2,840 m2 of commercial space (where project developer and investor Vesteda has its offices and where it has set up its woongalerie or showroom) and several communal facilities, including a health club with swimming pool, saunas and fitness room, guest accommodation and a laundry. Vesteda insisted that the apartments’ floor plans could be transformed to meet tenants’ wishes. With raised floors that can be linked as desired, only the position of the toilet, bathroom and built-in storage is fixed. It meant that first tenants could choose between three to five different layouts per dwelling type.Het bijzondere van Detroit is de bescheiden wijze, waar...