Thesis (B. Ec.(Hons.))--University of Adelaide, Dept. of Economics, 1975? / Includes bibliographical references (leaves 73-74).

Texte remanié de: Doctoral dissertation--Calcutta university. / La jaquette porte en plus : "1920-1967"

Thesis (M. Arch.)--University of Adelaide, Faculty of Architecture and Planning, 1991. / Includes bibliographical references (leaves 240-249).

Mémoire diplôme d'ingénieur (PFE) : Aménagement : Tours, EPU-DA : 2009. / Titre provenant de l'écran titre. Bibliogr. p.92-94.

Thesis--University of Missouri, School of Mines and Metallurgy, 1894. / The entire thesis text is included in file. Holograph [Handwritten and illustrated in entirety by author]. Title from title screen of thesis/dissertation PDF file (viewed September 3, 2008)

Mak Wing Lun Vivien. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 1996-97, design report." / Includes bibliographical references. / Chapter 1. --- INTRODUCTION / Chapter 1.1. --- THE SPINE OF HONG KONG / Chapter 1.2. --- CLIENTS AND USERS / Chapter 1.3. --- CONTEXT AND SITES / Chapter 2. --- PROJECT ANALYSIS / Chapter 2.1. --- CLIENT PROFILE / Chapter 2.2. --- BRIEF FORMATION / Chapter 2.2.1. --- The Spine / Chapter 2.2.2. --- The First Node - Kennedy Town / Chapter 2.3. --- SITE CONDITIONS / Chapter 2.3.1. --- The Tramway / Chapter 2.3.2. --- Kennedy Town / Chapter 2.3.3. --- The Site / Chapter 2.4. --- DESIGN CONSTRAINTS AND OPPORTUNITIES / Chapter 2.4.1. --- Vision of the Spine / Chapter 2.4.2. --- The Node in Kennedy Town / Chapter 2.4.3. --- The Tram Museum / Chapter 3. --- PROCESS / Chapter 3.1. --- ESSENTIAL OBJECTIVES / Chapter 3.2. --- THE SPINE AND ITS NODES / Chapter 3.2.1. --- Exploratory Concepts / Chapter 3.2.2. --- Design Story / Chapter 3.3. --- URBAN DESIGN ISSUES AND GOALS / Chapter 3.4. --- BUILDING DESIGN ISSUES AND GOALS / Chapter 3.5. --- EVOLUTION OF THE BUILDING / Chapter 4. --- FINAL PROJECT / Chapter 4.1. --- THE SPINE / Chapter 4.2. --- KENNEDY TOWN TERMINAL PLAZA AND TRAM MUSEUM / Chapter 4.2.1. --- The Node / Chapter 4.2.2. --- The Museum / Chapter 4.2.3. --- Schedule of accommodation / Chapter 4.3. --- LIST OF DRAWING FILES / Chapter 5. --- CONCLUSION / Chapter 6. --- APPENDICES / Chapter 6.1. --- Urban Intervention Strategy - Hypothesis / Chapter 6.2. --- Issue Analysis - Study Area One - The Tramway / Chapter 6.3. --- Issue Analysis - Study Area Two - Urban Centres / Chapter 6.4. --- Issue Analysis - Study Area Three - The Tram System / Chapter 6.5. --- Precedent Studies / Chapter 6.6. --- Bibliography

Thesis (M. A.)--University of Hong Kong, 2007. / Title proper from title frame. Also available in printed format.

La période entre 1872 et 1931 correspondait à la phase maximale de l’urbanisation en France avant la Seconde Guerre mondiale. Les tramways jouaient un rôle décisif pour développer les banlieues. À Marseille, le premier maire socialiste Siméon Flaissières débuta dès le 1er janvier 1900 une politique du transport public urbain, introduisant l’électrification du réseau de tramways et surtout « les Tramways à dix centimes ». Le maire républicain et anti-collectiviste Amable Chanot prolongea ensuite des lignes du réseau, notamment vers les banlieues agricoles, sous la pression de l’opinion publique. L’installation du réseau de tramways dans les banlieues a influé sur le choix du domicile et le travail des individus et des familles. Jusqu’aux années 1920, les tramways étaient indispensables à la vie d’une grande ville. / The period between 1872 and 1931 was the time of greatest urbanization in France before the Second World War. The tramways played a determining role in the development of suburban residential areas. In Marseilles, from the 1st of January 1900, the first socialist Mayor, Siméon Flaissières instigated a policy of urban public transport, introducing the electrification of the tramway network, and most importantly, « The 10 Centimes Tramway » system. Giving in to the pressure of public opinion, the republican and anti-collectivist Mayor, Amable Chanot, later extended the network, especially towards the rural suburbs. The implementation of the suburban tramway network influenced the choices of places of residence and work of individuals and families alike. Up until the 1920’s, the tramways were an indispensable part of life in a big city.

En analysant les interactions entre pratiques sociales quotidiennes et espace urbain à La Havane entre 1878 et 1921, cette thèse démontre combien l'émergence et la diffusion socio-‘raciale’ de nouvelles façons de pratiquer la ville contribuent alors à une ré-invention du quotidien, c'est-à-dire à la reconfiguration de l'expérience journalière que les Havanais ont de leur ville et à l'actualisation de la façon dont ils y font société.Enclenchés entre 1878 et 1895 puis consolidés après 1898, l'essor de transports en communs urbains à La Havane et leur appropriation progressive par les couches populaires favorisent un renouvellement des pratiques sociales quotidiennes de l'espace urbain, synonyme d'une entrée définitive des Havanais dans l'ère des transports urbains de masse. Atypique de par sa précocité et sa rapidité, ce processus est également remarquable par ses répercussions sur deux des formes structurantes de la convivance havanaise. Dès avant l'Indépendance, le régime appliqué à la marginalité havanaise s'en trouve désarticulé, à un moment où, la contestation de l'ordre colonial gagnant, le contrôle social devient un enjeu crucial pour les autorités. Sur l'ensemble de la période d'étude, le renouvellement des pratiques sociales quotidiennes œuvre à une redéfinition de la géographie résidentielle havanaise : il est à la base d'une diffusion des couches populaires dans l'ensemble de La Havane, qui entrave et contredit le projet élitaire de capitale républicaine.En « faisant les poches à l’histoire », en étudiant de nombreuses archives inédites ou peu valorisées et à partir de la constitution d'une base de données géo-référencée et d'un important matériel cartographique, cette thèse pose donc, entre lecture alternative de la chronologie canonique et complexification de la trame historique, un regard autre sur l'une des périodes charnières de l'histoire de La Havane et de Cuba. / By analysing the interactions between daily social practices and urban space in Havana between 1878 and 1921, this thesis demonstrates how new ways of moving through the city emerged and spread both socially and racially, thus contributing to reinventing everyday life, that is to say reorganising its inhabitants' daily experience of the city and updating the way they socialised. The development of public transport in Havana and the working class's growing use of it began between 1878 and 1895 and boomed after 1898, which fostered a renewal of daily social practices of urban space and allowed the people of Havana to enter the age of mass urban transport. This precocious, swift, therefore atypical process was also remarkable because of its repercussions on two of the structuring forms of convivance. Already before the Independence, government's treatment of social outcasts started to dislocate, precisely at a time when protest against colonial order was spreading and social control was becoming a crucial issue for the authorities. Over the period under study in this thesis, the reinvention of daily social practices led to redefining the residential geography of Havana: it made possible a wider diffusion of the working class throughout the city, which hampered and challenged the republican capital's project of the elite. By “emptying out history's pockets” and studying numerous unpublished or little valued archives, this thesis, which involved constituting a georeferenced database and a body of cartographic material, offers a different insight into one of the turning points in the history of Havana and Cuba through an alternative analysis of the conventional chronology and a complexification of historical framework.

Ropeways and cable cars are a means of transportation in the air, which is best known for transporting goods and people across natural obstacles such as lakes, mountains and valleys. Ropeways are tightly associated with alpine areas, but in recent years, a new use has emerged for ropeways. Ropeways have evolved into a personal transport in urban environments and are used to bind together neighborhoods that are separated by urban obstacles such as highways, railways and ports. Urban ropeways have been highlighted both as a way to make efficient use of land space and as an ecologically sustainable transport. Urban cableways are common in South America but has also increased in popularity in Europe. Today we can find urban ropeways in cities such as London, Coblenz and Ankara, and now urban ropeways are also planned for in Sweden. The municipality of Sollentuna and the city of Gothenburg are investigating the possibility of integrating urban ropeway in the public transport system. In conjunction with a new transport system in the air in urban environments, many real estate legal issues that need to be addressed. The aim of the master thesis was to investigate the possible and appropriate approach to acquire rights to the air space in urban environments for ropeways. The study has been carried out as a legal study which has its basis in a groundwork study. In addition to this a supplementary interviews with experts in the field, case studies, studies of cadastral documents and case studies of the planned ropeways in Sweden were conducted. A comparison has been made with other types of ropeways which already exists in Sweden, and with other types of public transport in Sweden. This thesis has been able to show that the three-dimensional property is possible for some urban ropeways. The study shows that there is no special legislation is possible to apply to urban ropeways, but that the Expropriation Act and the Real Property Act are applicable. Easements and three-dimensional spaces are shown to be appropriate rights to the aerial space for ropeways, and there is the possibility of forcible land acquisition. Finally, the thesis gives suggestions on how land access for urban ropeways (and other transport systems in the air) should be done continuously. / Linbanor är ett transportmedel i luften som är mest känt för att kunna transportera gods och människor över hinder som sjöar, berg och dalar. Linbanor är tätt förknippat med alpina områden, men under de senaste åren har ett nytt användningsområde växt fram för linbanor. Linbanor har utvecklats till ett persontransportmedel i urbana miljöer och använts för att binda ihop stadsdelar som skiljs åt av urbana hinder såsom motorvägar, järnvägar och hamnar. Urbana linbanor har lyfts fram som ett sätt att effektivt utnyttja markutrymmet och som ett ekologiskt hållbart transportsystem. Urbana linbanor finns till stor del i Sydamerika, men har ökat i popularitet även i Europa. Idag finns urbana linbanor i städer såsom London, Koblenz och Ankara och nu planeras även urbana linbanor i Sverige. Sollentuna kommun och Göteborgs stad utreder möjligheten att integrera urbana linbanor i kollektivtrafiken. I samband med att ett nytt transportsystem kan komma att använda luftutrymmet i urbana miljöer uppstår många fastighetsrättsliga frågor som behöver besvaras. Det här arbetet syftar till att utreda möjliga och lämpliga tillvägagångssätt för att få nyttja luftutrymmet i urbana miljöer för linbanor. Examensarbetet har genomförts som en rättsdogmatisk studie med empiriskt rättshistoriska och rättssociologiska inslag som har sin grund i en förarbetesstudie. Utöver förarbetesstudien har kompletterande intervjuer med sakkunniga inom området, rättsfallsstudier, förrättningsaktsstudier samt fallstudier av planerade linbanor i Sverige genomförts. En jämförelse har gjorts med linbanor för andra ändamål samt andra kollektivtrafikslag i Sverige. Examensarbetet har kunnat visa på att tredimensionell fastighetsbildning är möjligt för vissa urbana linbanor. Studien visar på att det inte finns någon speciallagstiftning som är möjlig att tillämpa på urbana linbanor, men att expropriationslagen och fastighetsbildningslagen är tillämpliga. De rättighetsupplåtelser som är möjliga att tillskapa är servitut och tredimensionella utrymmen, och det finns möjlighet till tvångsvisa markförvärv. Slutligen ger examensarbetet förslag på hur markåtkomst för urbana linbanor (och andra transportsystem i luften) bör ske fortsättningsvis.