Thesis (M.A.) - Carleton University, 2005. / Includes bibliographical references (p. 129-139). Also available in electronic format on the Internet.

Thesis (M. A.)--University of Hong Kong, 2008. / Also available in print.

The decade of the 1880s was a time of unprecedented development in the Pacific Northwest. Railroads were being constructed, immigration was high, lumber in demand and statehood for Washington appeared imminent. Vancouver, Washington, benefited from this prosperity. In 1888 a Portland firm built a steam powered railway from East Portland, through its real estate development, Woodlawn, to the Vancouver ferry. The success of this enterprise in aiding the sale of real estate was observed by several Vancouver men who formed the Columbia Land and Improvement Company to promote the sale of their property. The company constructed a horse drawn street railway in 1889 from Vancouver's business district north to its development in Vancouver Heights. The railway had mixed financial success and was sold to a Portland man, George B. Markle, in 1892. He electrified it and operated the line until his financial empire crumbled in the Panic of 1893. After several years of operation in the hands of a receiver, the railway ceased running in 1895, and was dismantled two years later.

A thesis submitted to the Faculty of Architecture, University of the Witwatersrand, Johannesburg, in partial fulfilment of the requirements for the degree Master of Urban Design. / The fountainhead of the tramways in South African cities occurred a century ago, when Johannesburg, in particular, experienced horse-drawn trams in the early 1890's. From a rough Babylon, this city has henceforth experienced significant changes in time and space, failing to avoid the desecration of racial segregation and the associated spatial ramifications. The contemporary city hs thus charged with the task of reconstruction and integration to redress the effects of past actions. In parallel, the renslssance of the tramway worldwide, in the form of rapid transit, has brought to light an opportunity to be exploited in the process of re-assembling the fragmented urban form. The catalytic and associated rtpple effects of rapid transit on the urban environment in nearby proximity is, considered critical to both the sustainability of the system and to the environment through which it operates. The underlying approach incorporates the notion of linking history and precedent as a means of instructing future designs. The process Is concerned w!th definition, decomposition, analysis of intermutual links, and re-assembling the whole, to achieve a higher level conceptual abstractlon and understanding. Such an understanding could facilitate the urban designer to maximise the catalytic benefits of a revived urban element. / Andrew Chakane 2018

This study describes analytical model as one innovative way to simulate Light Rail Transit (LRT) operations and calculate vehicular, transit and person delays at LRT crossings through Microsoft Excel. Analytical model emulates LRT trajectories from field and use these trajectories to clearly define train and car phases through Visual Basic for Applications (VBA) logic, which is part of analytical model. Simulation of train trajectories and calculations of delays were done for different LRT strategies and estimated roadway condition, Testing and validation of analytical model were performed in one case study in Salt Lake City (UT). Results show that analytical model is capable of emulating LRT trajectories and estimating delay at isolated LRT crossing. However, analytical model is not capable of simulating different train strategies at two or more LRT crossings, at the same time. Finally, extracted strategy provides savings from $100.000 to $200.000 in study area, on annual basis for projected year. / by Nikola Mitrovic. / Thesis (M.S.C.S.)--Florida Atlantic University, 2011. / Includes bibliography. / Electronic reproduction. Boca Raton, Fla., 2011. Mode of access: World Wide Web.

This is a map from a dissertation that was completed in 1975, which has been scanned to ensure greater access. Please search the GIL Online Catalog for more information about this thesis, or to locate the hard copy within the Georgia State University Library. A Note on Maps (from the Appendix): Two main sources were used in the mapping of streetcar routes: franchises and deeds of conveyance. Neither of these alone or combined were completely satisfactory in fixing the exact route, at any given time, of the lines which were built. While the franchise theoretically laid out the route to be followed, the wording of such legislation was often vague or incomplete, and the franchise was no guarantee that the line would eventually be constructed with no modifications. The deeds, on the other hand, represented the routes existing at the time of the conveyance of the property, often many years after initial construction. This leaves open the possibility that routes may have been slightly changed from time to time as traction companies constructed turn-outs, spur lines, parallel tracks, etc. These maps were drawn up under official auspices and therefore represent an additional primary source of information on this question. This does not, however, render them totally free from error or omission. In the case of the West End and Atlanta and the Atlanta Street Railroad companies, for example, the evidence overwhelmingly indicates that they occupied Broad Street between Marietta and Alabama Streets, which is not indicated on the 1886 official map. When one turns to the general problem of tracing downtown tracks, which were altered quite frequently, the problem of accuracy becomes almost insurmountable. Except in these notable instances, in drawing these lines the author has tried to closely follow the routes as already plotted by the map-makers for the year concerned, even though this has entailed minor deviations from the routes as indicated by primary sources. Such discrepancies pertain primarily to the short-lived Taylor Hill Line of the Atlanta Street Railroad Company and the Park Avenue line of the Metropolitan Street Railroad Company. The lines of the companies are drawn in the following color keys: the Atlanta Street Railroad Company, red (with the Taylor Hill Line in orange); the West End and Atlanta Street Railroad Company, brown; the Metropolitan Street Railroad Company, dark blue; the Gate City Street Railroad Company, light blue; the Edgewood and Atlanta Street Railroad Company, black; and the Fulton County Street Railroad Company, green; the Atlanta, West End and McPherson Barracks and Grant Park Electric Railway companies, pink. Prospective routes of other companies are not indicated. Also not included on the 1894 map are the lines which were built by the Chattahoochee River Railway Company (later the Collins Park and Belt Railroad Company), the Atlanta City Street Railway Company, and the Atlanta Consolidated Street Railway Company. These lines can be seen plotted on the map but are not included in the color key.

Our main objective in this thesis is to investigate three methods: Principal Component Analysis, Vector Space Model, and Signal Analysis, to establish system behaviours of an electromechanical system based on its historical operation data. The system behaviours are constituted by an aggregate number of similar actions which can be represented as patterns or clusters. The results show that we are also able to observe normal behaviours by interpreting a high percentage of similar actions inside patterns or clusters. Any deviations from the established normal behaviours could be interpreted as abnormal which warrant further investigation with respect to fault pre-emption and detection.

Printed form of author's Thesis (Ph. D.)--University of Wisconsin--Madison, 1935. / "Select bibliography": p. 257-259.

Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Civil Engineering, 1980. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING. / Bibliography: leaves 151-153. / by Paul J. Haven. / M.S.

bk. 1. Pre-design -- bk. 2. Design intervention. / Kwong Mei Ying Rosetta. / "Advanced design studio, design report, Department of Architecture, The Chinese University of Hong Kong, year of graduation, May 2001." / Includes bibliographical references (v. 2, leaves 229-232). / Book 1 / Content / Prologue --- p.1 / Introduction --- p.2 / Inception / catalyst --- p.3 / preceding --- p.4 / Research --- p.6 / movement / defining --- p.7 / 2nd level of movement --- p.12 / the tram / quality of tram --- p.25 / tram and the street --- p.37 / pre-design --- p.60 / street section --- p.64 / structure of tram --- p.66 / visual sightline --- p.73 / tramline --- p.73 / Program --- p.93 / Precedent --- p.111 / Book 2 / Content / Architectural Intervention / introduction --- p.127 / node analysis --- p.157 / development --- p.184 / final design --- p.206 / Acknowledgement --- p.228 / Blibiography --- p.229 / Book 1 / Content / Prologue --- p.1 / Introduction --- p.2 / Inception / catalyst --- p.3 / preceding --- p.4 / Research --- p.6 / movement / defining --- p.7 / 2nd level of movement --- p.12 / the tram / quality of tram --- p.25 / tram and the street --- p.37 / pre-design --- p.60 / street section --- p.64 / structure of tram --- p.66 / visual sightline --- p.73 / tramline --- p.75 / Program --- p.93 / Precedent --- p.111 / Book 2 / Content / Architectural Intervention / introduction --- p.127 / node analysis --- p.157 / development --- p.184 / final design --- p.206 / Acknowledgement --- p.228 / Blibiography --- p.229