Search

Nature-inspired algorithms allow us to solve many problems related to the search for optimal solutions. One such issue is the problem of searching for optimal routes. In this paper, ant colony optimization is used to search for optimal tram routes. Ant colony optimization is a method inspired by the behavior of ants in nature, which as a group are able to successfully find optimal routes from the nest to food. The aim of this paper is to present a practical application of the algorithm as a tool for public transport network planning. In urban public transport, travel time is crucial. It is a major factor in passengers' choice of transport mode. Therefore, in this paper, the objective function determining the operation of the algorithm is driving time. Scheduled time, real time and theoretical time are analyzed and compared. The routes are then compared with each other in order to select the optimal solution. A case study involving one of the largest tramway networks in Poland demonstrates the effectiveness of the nature-inspired algorithm. The obtained results allow route optimization by selecting the route with the shortest travel time. Thus, the development of the entire network is also possible. In addition, due to its versatility, the method can be applied to various modes of transport. [ABSTRACT FROM AUTHOR]

Introduction: Assessing the treatment response of glioblastoma multiforme during immunotherapy (IT) is an open issue. Treatment response assessment maps (TRAMs) might help distinguish true tumor progression (TTP) and pseudoprogression (PsP) in this setting. Methods: We recruited 16 naïve glioblastoma patients enrolled in a phase II trial consisting of the Stupp protocol (a standardized treatment for glioblastoma involving combined radiotherapy and chemotherapy with temozolomide, followed by adjuvant temozolomide) plus IT with dendritic cells. Patients were followed up till progression or death; seven underwent a second surgery for suspected progression. Clinical, immunological, and MRI data were collected from all patients and histology in case of second surgery. Patients were classified as responders (progression-free survival, PFS  >  12  months), and non-responders (PFS ≤  12), HIGH-NK (natural killer cells, i.e., immunological responders), and LOW-NK (immunological non-responders) based on immune cell counts in peripheral blood. TRAMs differentiate contrast-enhancing lesions with different washout dynamics into hypothesized tumoral (conventionally blue-colored) vs. treatment-related (red-colored). Results: Using receiver operating characteristic (ROC) curves, a threshold of −0.066 in VBlue/VCE (volume of the blue portion of tumoral area/volume of contrast enhancement) variation between values obtained in the MRI performed before PsP/TTP and at TTP/PSP allowed to discriminate TTP from PsP with a sensitivity of 71.4% and a specificity of 100%. Among HIGH-NK patients, at month 6 there was a significant reduction compared to baseline and month 2 in median “blue” volumes. Discussion: In conclusion, in our pilot study TRAMs support the discrimination between tumoral and treatment-related enhancing features in immunological responders vs. non-responders, the distinction between PsP and TTP, and might provide surrogate markers of immunological response. [ABSTRACT FROM AUTHOR]

This article discusses the presence of railway epiphanies in the works of Miron Białoszewski, in particular their reference to queer events, understood as the presence of non-heteronormative meaning or desire. I examine the presence of trams, subways and railways in Białoszewski’s trips to Paris, Budapest and New York. Travelling by train can induce transgressive impulses and is often an occasion for expressing hidden tendencies, for instance homosexual behaviours. The experience of the train journey, which builds up weariness and drowsiness, can contribute to people experiencing a lack of boundaries and limits around them, with the consequence of everything becoming more confusing, obscure, and fluid. The movement of the train can cause a trance state, and due to the walking between the world of the conscious and subconscious mind, passengers evolve into “transpersons”, that is to say people “in the transition”, “on the way”, and “between”. Their gender becomes fluid, mobile, and “in motion”. This paper also analyses the figure of “derailed person” used by Artur Sandauer when comparing Białoszewski to Genet as a means of encoding homosexuality, here understood as a figure of the queer “derailment” of heteronormativity.

Background: MRI treatment response assessment maps (TRAMs) were introduced to distinguish recurrent malignant glioma from therapy related changes. TRAMs are calculated with two contrast-enhanced T1-weighted sequences and reflect the "late" wash-out (or contrast clearance) and wash-in of gadolinium. Vital tumor cells are assumed to produce a wash-out because of their high turnover rate and the associated hypervascularization, whereas contrast medium slowly accumulates in scar tissue. To examine the real value of this method, we compared TRAMs with the pathology findings obtained after a second biopsy or surgery when recurrence was suspected. Methods: We retrospectively evaluated TRAMs in adult patients with histologically demonstrated glioblastoma, contrast-enhancing tissue and a pre-operative MRI between January 1, 2017, and December 31, 2022. Only patients with a second biopsy or surgery were evaluated. Volumes of the residual tumor, contrast clearance and contrast accumulation before the second surgery were analyzed. Results: Among 339 patients with mGBM who underwent MRI, we identified 29 repeated surgeries/biopsies in 27 patients 59 ± 12 (mean ± standard deviation) years of age. Twenty-eight biopsies were from patients with recurrent glioblastoma histology, and only one was from a patient with radiation necrosis. We volumetrically evaluated the 29 pre-surgery TRAMs. In recurrent glioblastoma, the ratio of wash-out volume to tumor volume was 36 ± 17% (range 1–73%), and the ratio of the wash-out volume to the sum of wash-out and wash-in volumes was 48 ± 21% (range 22–92%). For the one biopsy with radiation necrosis, the ratios were 42% and 54%, respectively. Conclusions: Typical recurrent glioblastoma shows a > 20%ratio of the wash-out volume to the sum of wash-out and wash-in volumes. The one biopsy with radiation necrosis indicated that such necrosis can also produce high wash-out in individual cases. Nevertheless, the additional information provided by TRAMs increases the reliability of diagnosis. [ABSTRACT FROM AUTHOR]

IntroductionAssessing the treatment response of glioblastoma multiforme during immunotherapy (IT) is an open issue. Treatment response assessment maps (TRAMs) might help distinguish true tumor progression (TTP) and pseudoprogression (PsP) in this setting.MethodsWe recruited 16 naïve glioblastoma patients enrolled in a phase II trial consisting of the Stupp protocol (a standardized treatment for glioblastoma involving combined radiotherapy and chemotherapy with temozolomide, followed by adjuvant temozolomide) plus IT with dendritic cells. Patients were followed up till progression or death; seven underwent a second surgery for suspected progression. Clinical, immunological, and MRI data were collected from all patients and histology in case of second surgery. Patients were classified as responders (progression-free survival, PFS > 12 months), and non-responders (PFS ≤ 12), HIGH-NK (natural killer cells, i.e., immunological responders), and LOW-NK (immunological non-responders) based on immune cell counts in peripheral blood. TRAMs differentiate contrast-enhancing lesions with different washout dynamics into hypothesized tumoral (conventionally blue-colored) vs. treatment-related (red-colored).ResultsUsing receiver operating characteristic (ROC) curves, a threshold of −0.066 in VBlue/VCE (volume of the blue portion of tumoral area/volume of contrast enhancement) variation between values obtained in the MRI performed before PsP/TTP and at TTP/PSP allowed to discriminate TTP from PsP with a sensitivity of 71.4% and a specificity of 100%. Among HIGH-NK patients, at month 6 there was a significant reduction compared to baseline and month 2 in median “blue” volumes.DiscussionIn conclusion, in our pilot study TRAMs support the discrimination between tumoral and treatment-related enhancing features in immunological responders vs. non-responders, the distinction between PsP and TTP, and might provide surrogate markers of immunological response.

Nature-inspired algorithms allow us to solve many problems related to the search for optimal solutions. One such issue is the problem of searching for optimal routes. In this paper, ant colony optimization is used to search for optimal tram routes. Ant colony optimization is a method inspired by the behavior of ants in nature, which as a group are able to successfully find optimal routes from the nest to food. The aim of this paper is to present a practical application of the algorithm as a tool for public transport network planning. In urban public transport, travel time is crucial. It is a major factor in passengers’ choice of transport mode. Therefore, in this paper, the objective function determining the operation of the algorithm is driving time. Scheduled time, real time and theoretical time are analyzed and compared. The routes are then compared with each other in order to select the optimal solution. A case study involving one of the largest tramway networks in Poland demonstrates the effectiveness of the nature-inspired algorithm. The obtained results allow route optimization by selecting the route with the shortest travel time. Thus, the development of the entire network is also possible. In addition, due to its versatility, the method can be applied to various modes of transport.

Safety of rail vehicles is an important feature of sustainable public transport. Proofs of an effort in that area are new recommendations and regulations from the expert commission (WG2 of the Technical Committee CEN / TC 256) regarding trams and light rail vehicles aimed at vulnerable road users. Additional requirements on tram safety can be requested by the vehicle operator and/or city. Pedestrian safety measures can be adopted from the automotive sector utilising the protection principles from Regulation EC No. 78/2009, ECE/UN regulations, and EuroNCAP tests. The purpose of this publication is to introduce a simplified testing method for the tram front end with respect to pedestrian head-on collisions. Testing methods based on segment impactors were generally accepted. The wrap-around distance defines the assessment of vehicle impact areas. A mathematical model was created to compare the results of the full-scale tests and the segment tests done by the standard and simplified aluminium head impactors. The tram front-end design can be tested using this alternate method, based on a simple impactor and easy methodology, providing an efficient tool to inspire both the tram manufacturers and vehicle operators to improve the vulnerable road users’ safety in city traffic.

With the advancement of technology, history has been benefited in various areas where geoinformation can be utilized, such as historical cartography. The improvement of computational tools, even involving remote times, allows for the development of methodologies capable of retrieving and processing information from historical cartographic documents such as old maps and/or plans. Thus, the main objective of this work is to reconstruct the layout of the first horse-drawn tram lines operated by companies in the city of Rio de Janeiro, proposing the creation of a digital cartographic database through the georeferencing of historical maps and/or plans. The procedures to reconstruct the layout of the 19th-century tramlines in Rio de Janeiro were carried out in the environment of a Geographic Information System (GIS) using ArcGIS 10.3 software. Historical documents, such as maps and plans, were digitized and georeferenced, that is, spatial coordinates were assigned to them. Based on this information and additional data, geographic layers representing tramline elements such as tracks and routes were created. This approach allowed for the precise determination of the location of these elements in the urban context. The result significantly demonstrates the gain of cartographic information from past eras, enabling the recovery of the historical landmark of transportation in the city and thus improving methodologies related to historical cartography. [ABSTRACT FROM AUTHOR]

This article tackles a pervasive problem in connected transportation networks: the issue of conflicting right-of-way between trams and Connected Vehicles (CV) at intersections. Trams are typically granted a semi-exclusive right-of-way, leading to a clash with CV. To resolve this challenge, the study introduces a Transit Signal Priority (TSP) system and a guidance framework that seeks to minimize unintended delays for trams while minimizing the negative impact on CV, passenger comfort, energy consumption, and overall travel time. The proposed framework employs a collaborative optimization system and an improved genetic algorithm to adjust both the signal phase duration and the operating path. The study is based on data collected from a simulated intersection that includes the signal phase sequence and duration. The findings demonstrate that the proposed framework was able to reduce the transit time for trams by 45.8% and the overall transit time for trams 481 and CVs by 17.1% compared to the conventional method. Additionally, the system was able to reduce energy consumption by 34.7% and the non-comfort index by 25.8%. Overall, this research contributes to the development of a more efficient and sustainable transportation system for the future. [ABSTRACT FROM AUTHOR]

Tourist lines serviced by historic vehicles function in several cities. One of them is Wrocław (Poland) in which the current offer based on trams was extended with buses in 2021. In the article, an assessment of Wrocław Tourist Lines has been carried out regarding the tourist product and its development, while additionally determining its stage in the product life cycle. To this end, among other elements, data on the number of passengers and ticket sales have been used. After 13 years of existence, the offer has developed traits of a mature product, displaying fairly stable journey figures. However, it did not use the significant potential of the heritage public transport fleet in Wrocław to the full. That is why, in recent years, several changes have been introduced to the structure, marketing and pricing of the tourist product, which have improved journey frequencies and, even more importantly, increased the passenger rate per service. Therefore, it can be claimed that as a result of the actions undertaken, the product has entered a rejuvenation stage, but this process is still fairly unmarked. The main disadvantage of the product is its marketing and the way the offer is communicated to potential passengers.

The article presents the process of changes in the structure of the tram transport fleet in Poland from the moment of joining the European Union, i.e., from 2004, to 2022. Basic information about Polish enterprises providing tram transport was presented. The structure of passenger rolling stock in individual cities was described. The author attempted to discuss and define the basic processes related to the changes in the structure of the rolling stock and to present statistical data covering the period in question. This issue was analysed on the example of 15 Polish tram transport systems (along with the description of the process of financing with EU funds). The main aim of the article was to show the dynamics of changes in the rolling stock structure in individual tram companies in Poland. [ABSTRACT FROM AUTHOR]

Copyright of Legado de Arquitectura y Diseño is the property of Universidad Autonoma del Estado de Mexico and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

• First known cyclist market survey focused specifically on the experience of cyclists related to safety around trams. • Track-skid incidents are more common than track-wedge incidents, track-wedging more likely to result in injury. • In the last five years, 21% of respondents were involved in at least one tram-track-related crash. • Track-skidding was found to be associated with wet conditions and having low experience of cycling. • Track-wedging was more likely amongst those cycling > 10 years and aged < 45 years. Tram systems present safety risks to cyclists, however only limited research has explored this topic, of which most has focused on crash and hospital data, and severe crash events. This paper presents the first known cyclist market survey focused specifically on the experience of cyclists related to safety around trams, including unreported incidents and those that did not result in hospital attendance. Findings suggest that track-skid incidents are more common than track-wedge incidents, in contrast to previous research that emphasizes track-wedging as a larger issue than skidding. This is may be explained by the differing outcomes, with track-wedging more likely to result in injury. This research is thus significant in identifying track skidding as a major risk concern, causing a majority of crashes, while also confirming that track wedging is the major severity concern. In the last five years, 21% of respondents were involved in at least one tram-track-related crash. This was less than the share of respondents involved in falls (50%), crashes relating to road defects (36%) or collisions with motor vehicles (29%). However, half of survey respondents (52%) reported cycling on roads with tram tracks for 0–20% of their cycling, which might suggest that tram track-related crash rates are high given that most inner-city cycling occurs on roads without tracks. Track-skidding was found to be associated with wet conditions. Those involved in at least one track-skid in the last five years where more likely to have been cycling more than 3 years, but involvement in track-wedging was more likely amongst those cycling > 10 years and aged < 45 years. Implications for research and practice are suggested. [ABSTRACT FROM AUTHOR]

Copyright of Tourism / Turyzm (08675856) is the property of Wydawnictwo Uniwersytetu Lodzkiego and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Keywords: CNS lymphoma; TRAMs; Choline-PET EN CNS lymphoma TRAMs Choline-PET e116 e119 4 09/30/21 20211001 NES 211001 Gadolinium contrast-enhanced magnetic resonance imaging (CE-MRI) is the current "gold standard" imaging technique for primary central nervous system lymphoma (PCNSL).1 However, MRI contrast enhancement is not specific to active disease, as it is also seen following other insults to the brain parenchyma including biopsy, inflammation, infarcts and radionecrosis.2 A further limitation of CE-MRI are new or enlarging regions of MRI enhancement following administration of novel anti-lymphoma immunotherapy, in the absence of true disease progression, termed "pseudoprogression".3 CE-MRI therefore has limitations for use in staging, response assessment and prognostication in PCNSL.4 As such there is a need for alternative imaging approaches that can differentiate active disease from iatrogenic enhancement and CE-MRI pseudoprogression. 11 Sammour F, Nicholson E, Anthias C, Arias C, Easdale S, Ethell M, et al. 18Fluoromethylcholine PET/CT to predict outcomes of patients pre and post autologous stem cell transplantation (ASCT) for CNS lymphoma - a new CNS lymphoma imaging tool [Abstract]. Are treatment response assessment maps (TRAMs) and 18F-choline positron emission tomography the future of central nervous system lymphoma imaging?. [Extracted from the article]

Copyright of Builder (1896-0642) is the property of PWB MEDIA Zdzieblowski sp.j. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This study examines urban collective transport policy in the city planning of three European countries under the Socialist Bloc in the 1950s and 1960s. The main aim is to account for the success of the private car in approaches to urban infrastructure and to understand how this affected tramway system planning. This then leads to a new perspective in understanding the conflict between the adoption of transport vehicles: The diversity of argument in tramway planning has been analysed using official publications, professional literature, and the urban and transport plans of the three case study cities. It results that planning solutions prioritised more national and local conditions, their logic and the singularity of their characteristics over the specific principles related to the ideology of the communist regimes. [ABSTRACT FROM AUTHOR]

This review summarizes the general developments of the operational mesoscale model system based on the Global / Regional Assimilation and Prediction System-Tropical Monsoon Model (GRAPES-TMM) at the Guangzhou Regional Meteorological Center. GRAPES-TMM consists of the Tropical Regional Atmospheric Model System for the South China Sea (TRAMS, a typhoon model with a horizontal resolution of 9 km), the Mesoscale Atmospheric Regional Model System (MARS, 3km) and the fine-scale Rapid Update Cycling (RUC, 1km) forecasting system. The main advances of model dynamical core and physical processes are summarized, including the development of the 3D reference atmosphere scheme, the coupling scheme between dynamics and model physics, the calculation of nonlinear terms by fractional steps, the gravity wave drag scheme induced by sub-grid orography and a simplified model for land-surface scheme. The progress of model applications is reviewed and evaluated. The results show that the updated 9-3-1 forecasting system provides an overall improved performance on the weather forecasting in south China, especially for typhoon-genesis and typhoon-track forecasting as well as short-range weather forecasting. Capabilities and limitations as well as the future development of the forecasting system are also discussed. [ABSTRACT FROM AUTHOR]

Accounting research on transport has been narrowly focused on cost recovery and the consequences of privatization and restructuring. Accounting researchers have not engaged with the now dominant orthodoxy about cities as agglomeration argued by urbanists like Glaeser or championed earlier critical understandings of the limits of urban planning argued by Jane Jacobs. Working within that critical tradition, this paper innovates by presenting an exploratory and interdisciplinary case study of public transport in the city of Greater Manchester, which draws on accounting and other evidence. Policy makers have represented the construction of Manchester's new tram system as a major success but we argue that the system represents an ill‐judged investment priority, which had unintended consequences for the whole public transport system. Part of the problem is classic top down failure to engage local specifics because the tram network has added a radial system to a city with untidy orbital movement patterns and diverse mobility requirements. This awkward gap between the imaginary of the policy makers and messy realities has financial consequences because the capital costs of tram increasingly squeeze the ability of the public transport authority to subsidize the bus services, which carry 10 times as many passengers as tram. The political question is whether and how this kind of argument and evidence can inform popular politics and shift what is taken for granted by experts and the political classes in Manchester. [ABSTRACT FROM AUTHOR]

The present study focuses on the establishment of the Ostrava municipal transport company. It captures post‑war changes in the management of smaller firms that were incorporated into this municipal company. It also pays attention to the process of nationalization and monitors its course and impacts on the transport network in Ostrava. Furthermore, it presents problems faced by the administration which were related to the different legal nature of the firms and their different provincial classification. Finally, it also describes the negotiations on the establishment of municipal enterprises at various levels of government. [ABSTRACT FROM AUTHOR]

In 1925, the working population of Fortaleza revolted against the measures implemented by the British company Light and Power, which operated the public transport service by trams and electric power production. The measures involved tariff increase and changes in the transportation system (first and second class cars and change in schedule). Popular protest lasted system several days, changing the life of the city. This episode is linked to the enlargement process - population and space - of the urban environment, public services deficiency, increase the cost of living that hit the working class and their struggle for the right to the city.

Copyright of Estudios sobre el Mensaje Periodistico is the property of Universidad Complutense de Madrid and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The saga of the Edinburgh Trams, and ensuing Public Inquiry, sheds light on systems of power and influence in the city. Drawing mainly upon Inquiry evidence, this article gives an account of why the project was over-budget, curtailed in length, and failed to meet the original timetable. It examines how blame was apportioned by key actors. In terms of analysis, the article explores the Trams as a ‘mega-project’, and locates it in the context of outsourcing the state, both national and local. More generally, it treats Edinburgh as an example of the ‘calculable city’, in which assets are treated as future forms of revenue rather than as public resources. [ABSTRACT FROM AUTHOR]

Tram drivers have a difficult task in controlling one of the heaviest vehicles on the road whilst negotiating a complex road environment with multiple road users. Like all public transport drivers, tram drivers need to ensure passenger safety and to run on time. However, very little research has been conducted evaluating tram driving tasks and even less on evaluating tram drivers opinion on how other road users are affecting tram road safety. Therefore, the aim of this study is to investigate the key tram driving challenges, to identify the key road user factors affecting tram road safety as well as to explore the potential safety improvement initiatives on tram routes from the tram drivers’ viewpoint. The study incorporated five focus groups involving thirty tram drivers in Melbourne. The key themes emerged inductively from focus groups were identified through a data coding process. Outcomes of the focus groups revealed seven major challenges in tram driving: ensuring safety for all people in and around the tram, pressure for running on-time, maintaining constant concentration on roads, predicting other road users’ behavior in advance to avoid any crash incident, preventing passenger falls on board, accepting the operational constraints of trams and managing fatigue workloads. Tram drivers identified that other road users are unaware of safety issues around trams, have a poor understanding of road rules about driving with trams and often violate road rules around trams, and they mentioned this road user behaviors as the key challenges for safe tram driving. Tram drivers proposed rendering greater law enforcement on the tram network to penalize road users who are violating road rules around trams, introducing more safety campaigns and safety education to increase awareness among road users to improve tram road safety. Findings of this research enhance understanding of tram driving challenges, provide an in-depth knowledge of road user factors affecting tram road safety and suggest effective planning strategies for transit agencies to improve road safety. [ABSTRACT FROM AUTHOR]

Since December 2015, a new steel bridge spans the Danube River in Bratislava in place of the Old Bridge which was disassembled in 2014. A detail design and construction of the bridge is described in the article. The bridge carries trams, pedestrians and cyclists. The bridge has also been designed for future use of tram-trains. It crosses the Danube River with a navigation clearance of 100 m by 10 m and both embankments. The bridge has spans 32.56 + 106.68 + 137.16 + 75.6 + 75.92 + 32.56 m. The superstructure is formed by two steel lattice girders of the total height of 11.285 m in the distance of 11 m. The rails rests on longitudinal stringers supported by truss cross girders which are overhanging outside the main girders in order to support pedestrians and cycle path as well. The standard deck width of 22.25 m is enlarged above river piers by observatory platforms to the total width of 33.25 m. Old piers 2, 5, 6, 7 dated from 1890 have been reconstructed. They are formed by original stone masonry walls with concrete core. Piers 3 and 4 were completely demolished and have been replaced by a new pier 34. The superstructure was incrementally launched into its final position supported by piers and a temporary floating support which was used for the main spans of 106.68 and 137.16 m in the Danube River. The movement of the floating support was provided by the launched bridge. An interaction between the bridge and the floating support was taken into account in the analysis and is described in the article. During the launching, both the bridge and the floating support were carefully monitored. A comparison of theoretical assumptions and measured values are presented in the paper. [ABSTRACT FROM AUTHOR]

Drawing on the Spatial Network Analysis of Multimodal Urban Transport Systems (SNAMUTS) accessibility tool, this paper introduces comparative results of public transport network performance measures in 19 metropolitan regions in developed countries. These results are assessed typologically and functionally to highlight the contribution of each common public transport mode to maximize (or not) the integration of transport networks with the urban structure to optimize accessibility outcomes. It is shown that the capacity and performance spectrum embodied by each mode represents a gradual scale that allocates a specific niche to intermediate modes, particularly trams that are present in half the cities studied and absent from the others. In a comparison of Munich, Germany, where a full spectrum of public transport modes is present, and Hamburg, Germany, where there is a performance gap between heavy rail and buses, accessibility outcomes are discussed. Alongside "alternative history" scenarios concerning the hypothetical retention of trams in Hamburg and full closure of the system in Munich, it is shown that the absence of an intermediate mode in Hamburg's actual network has a significant detrimental effect on the resilience of the public transport system compared to its Bavarian counterpart as well as to other international cities. [ABSTRACT FROM AUTHOR]

In 1925, the working population of Fortaleza revolted against the measures implemented by the British company Light and Power, which operated the public transport service by trams and electric power production. These measures involved tariff increase and changes in the transportation system (first and second class cars and change in schedule). Popular protest lasted several days, changing the life of the city. This episode is linked to the enlargement process - population and space - of the urban environment, public services deficiency, increase the cost of living that hit the working class and their struggle for the right to the city. [ABSTRACT FROM AUTHOR]