The iron road book and railway companion from London to Birmingham, Manchester and Liverpool, containing an account of the towns, villages, mansions, &c. on each side of the line : times of arrival and departure of the trains at the several stations, coaches and omnibuses to the towns in the vicinity, with tables of distances and fares from station to station ... /

Mode of access: Internet.

Senatorial excursion party over the Union Pacific Railway, E.D.; Speeches of Senators on the Pacific Railroad question...June 14, 1867.

Includes proceedings of meetings of excursionists, held at Fort Harker, Kan., June 7 and 8, 1867.

Circular of trustees and managers of Vt. central and Vt. & Canada R.R.'s May, 1867.

Mode of access: Internet.

Instructions for running of trains, &c., on the Atlantic & great western railway.

Mode of access: Internet.

Proceedings of the stockholders of the Vermont central railroad, at a special meeting holden at Northfield, Vermont, May 4, 5, 1852:

Mode of access: Internet.

The great Dominion; studies of Canada;

Introductory.--The North-west.--The Canadian Pacific railway.--Coal.--Eastern Canada.--British Columbia.--Northern Canada: the great fur country.--Trade relations and trade policy.--Labour, education and political tendencies.

Reorganization of the Norfolk and western railroad company. Plan and agreement, dated March 12, 1896 ...

Mode of access: Internet.

Caminhos que estruturam cidades: redes técnicas de transporte sobre trilhos e a conformação intra-urbana de Natal

The railroad, from 1870 and on, becomes an usual complaining in the press s and politician elite s speeches, especially because of Natal s geographic isolation. The implantation of two railroads in the capital territory Estrada de Ferro de Natal a Nova Cruz, afterwards part of Great Western Railway Company network, and Estrada de Ferro Central do Rio Grande do Norte had serious implications in the urban environment. While railroad s structures were already consolidated, other transportation mechanisms were being implanted in the first decades of the 20th century, such as trams lines, which, by the way, was a transport modal that also used rails as a dislocation meaning. Considering these questions, we may ask: how come railroads and tramways demands, roads and buildings had influenced the internal organization of Natal? We work with the general hypothesis that the influence of technical networks, composed by tramways and railroads, over Natal s urban space happened in a diversified way, sometimes consolidating social aspects in certain areas, sometimes improving the occupation of others. The impact over the city s territory also happens in a diversified way between the buildings/railroad s complexes and the pathways. The different scale of the train in comparison to the trams velocity, size, noise level, flow, among others is also a cause to the different consequences in urban environment. The main objective of this work is to understand the role of circulation technical networks in the construction process of urban space in Natal, as a way to contribute to the urban historiography about the subject. The time frame adopted, between 1881 and 1937, marks the time path of railroads and tramways in Rio Grande do Norte: 1881 is the year of railroad s first section inauguration from Natal to São José do Mipibu as well of the railroad complex in the Republic Square in Natal; the year of 1937 marks the beginning of tramways declination process in the city. At this time railroads and tramways had to face more intensively the competition of motor vehicles. The theory reference adopted is based on concepts and analysis of authors, such as Flávio Villaça and Roberto Lobato Corrêa references to the concepts of urban structure , localization and accessibility and Gabriel Dupuy to explain the concept of urban technical networks . These references reveal the conflict of different realities in the urban universe interests and values which is an important factor about the construction of urban space. The information sources used were from two distinctive natures: primary, journals of the time studied and official government reports, and secondary, based on other works about the subject. It was also used by this study iconographic source, especially images from the data base of the research group História da Cidade, do Território e do Urbanismo .

Map showing the Metropolitan Street Railway system and lines operated in connection therewith : 232.07 miles : [borough of Manhattan, New York City].

Covers Manhattan Island south of 166th Street.

Caminhos que estruturam cidades: redes técnicas de transporte sobre trilhos e a conformação intra-urbana de Natal

The railroad, from 1870 and on, becomes an usual complaining in the press s and politician elite s speeches, especially because of Natal s geographic isolation. The implantation of two railroads in the capital territory Estrada de Ferro de Natal a Nova Cruz, afterwards part of Great Western Railway Company network, and Estrada de Ferro Central do Rio Grande do Norte had serious implications in the urban environment. While railroad s structures were already consolidated, other transportation mechanisms were being implanted in the first decades of the 20th century, such as trams lines, which, by the way, was a transport modal that also used rails as a dislocation meaning. Considering these questions, we may ask: how come railroads and tramways demands, roads and buildings had influenced the internal organization of Natal? We work with the general hypothesis that the influence of technical networks, composed by tramways and railroads, over Natal s urban space happened in a diversified way, sometimes consolidating social aspects in certain areas, sometimes improving the occupation of others. The impact over the city s territory also happens in a diversified way between the buildings/railroad s complexes and the pathways. The different scale of the train in comparison to the trams velocity, size, noise level, flow, among others is also a cause to the different consequences in urban environment. The main objective of this work is to understand the role of circulation technical networks in the construction process of urban space in Natal, as a way to contribute to the urban historiography about the subject. The time frame adopted, between 1881 and 1937, marks the time path of railroads and tramways in Rio Grande do Norte: 1881 is the year of railroad s first section inauguration from Natal to São José do Mipibu as well of the railroad complex in the Republic Square in Natal; the year of 1937 marks the beginning of tramways declination process in the city. At this time railroads and tramways had to face more intensively the competition of motor vehicles. The theory reference adopted is based on concepts and analysis of authors, such as Flávio Villaça and Roberto Lobato Corrêa references to the concepts of urban structure , localization and accessibility and Gabriel Dupuy to explain the concept of urban technical networks . These references reveal the conflict of different realities in the urban universe interests and values which is an important factor about the construction of urban space. The information sources used were from two distinctive natures: primary, journals of the time studied and official government reports, and secondary, based on other works about the subject. It was also used by this study iconographic source, especially images from the data base of the research group História da Cidade, do Território e do Urbanismo .

A IMPLANTAÇÃO FERROVIÁRIA NO ESTADO DO RIO DE JANEIRO: 1854-1898

Esse artigo é parte da pesquisa que pretende analisar a importância da ferrovia para a circulação na região Norte Fluminense do Estado do Rio de Janeiro. A pesquisa, ainda não concluída, está baseada nos preceitos da Geografia Histórica (ver SILVA, 2008). Com isso é necessário analisar o processo maior de implantação ferroviária no Estado do Rio de Janeiro desde o início da implantação ferroviária, em 1854, da primeira ferrovia brasileira, a Imperial Companhia de Navegação a Vapor e Estrada de Ferro de Petrópolis. A partir daí surge a Ferrovia Dom Pedro II, uma das mais importantes do país e depois a Estrada de Ferro Cantagalo. São então implantadas diversas ferrovias, sempre atendendo à interesses regionais capitaneados por lideranças locais. Assim é que a ferrovia chega em Campos dos Goytacazes em 1875. Outra importante ferrovia do estado foi a Estrada de Ferro Leopoldina, que foi incorporando várias pequenas linhas férreas, até a transformação desta ferrovia em outra empresa a “The Leopoldina Railway Company���, que começa a funcionar em 1898, substituindo o caos reinante na companhia anterior. O conhecimento do período inicial de configuração de uma rede ferroviária no Norte Fluminense passa a ser de fundamental importância devido à importância da Companhia Leopoldina para a região Norte Fluminense em períodos posteriores.

Prevalence of Human T-Cell Lymphotropic Virus (HTLV-1/2) in Individuals from Public Health Centers in Mozambique

The prevalence of human T-cell lymphotropic viruses types 1 and 2 (HTLV-1/2) in Mozambique is not known. The present study examined blood samples from 208, 226, and 318 individuals from Northern, Central, and Southern Mozambique, respectively, of all socioeconomic and demographic strata attending public health centers in Mozambique for HTLV-1/2-specific antibodies. Serum samples were assessed for HIV- and HTLV-1/2-specific antibodies by using enzyme immunoassays, and infections with HTLV-1 and -2 were confirmed by using Western blot. An overall HTLV-1/2 prevalence of 2.3% (2.9% in female and 1.1% in male subjects) was observed, and the prevalence of infection increased with age. Regional variation in the prevalence of HIV and HTLV-1/2 was observed; 32.2%, 65.5%, and 44% of individuals tested HIV positive in Northern, Central, and Southern Mozambique, respectively, and 2.4%, 3.9%, and 0.9% tested HTLV-1/2 positive in the same regions. HTLV-1 infection was confirmed in these individuals. No association between HTLV-1 infection and socio-demographic variables or HIV status was detected, although the low number of HTLV-1-positive cases did not allow robust statistical analyses. The results obtained suggest different risk factors and epidemiologic correlates of HIV and HTLV-1 transmission in Mozambique. Furthermore, our results suggested that North and Central Mozambique should be considered endemic regions for HTLV-1 infection. As no cases of HTLV-2 were detected, HTLV-2 appears to have not been introduced into Mozambique.

Phytoplasma closely related to the pigeon pea witches`-broom phytoplasma (16Sr IX) is associated with citrus huanglongbing symptoms in the state of Sao Paulo, Brazil

In February 2007, sweet orange trees with characteristic symptoms of huanglongbing (HLB) were encountered in a region of Sao Paulo state (SPs) hitherto free of HLB. These trees tested negative for the three liberibacter species associated with HLB. A polymerase chain reaction (PCR) product from symptomatic fruit columella DNA amplifications with universal primers fDI/rPI was cloned and sequenced. The corresponding agent was found to have highest 16S rDNA sequence identity (99%) with the Pigeon pea witches`-broom phytoplasma of group 16Sr IX. Sequences of PCR products obtained with phytoplasma 16S rDNA primer pairs fU5/rU3, fU5/P7 confirm these result.,;. With two primers D7f2/D7r2 designed based oil the 16S rDNA Sequence of the cloned DNA fragment, positive amplifications were obtained from more than one hundred samples including symptomatic fruits and blotchy mottle leaves. Samples positive for phytoplasmas were negative for liberibacters, except for four samples, which were positive for both the phytoplasma and `Candidatus Liberibacter asiaticus`. The phytoplasma was detected by electron microscopy in the sieve tubes of midribs from symptomatic leaves. These results Show that a phytoplasma of group IX is associated with citrus HLB symptoms ill northern, central, and Southern SPs. This phytoplasma has very probably been transmitted to citrus from an external Source of inoculum, but the Putative insect vector is not yet known.

Aldermaston Peace March April 5 1964 Brisbane Australia

Three men and a woman during Aldermaston Peace March, April 5 1964 in Brisbane Australia. The march covered the distance between Ipswich and Brisbane, Australia. Marchers walked in relays covering approximately two miles each. Most relay sections were sponsored by one or more individual organisations. Convoy of Volkswagon Beetles and FB Holdens can be seen following them. Facades of Elphinstones store, Masonic Centre and St Andrews can be seen on the left with the People's Palace in the distance and the Central Railway Station on the right.

Contribuição para o conhecimento das sequências eruptivas dos vulcões do Fogo e das Furnas, entre Ribeirinha e Lomba da Maia, São Miguel (Açores)

Dissertação de Mestrado em Vulcanologia e Riscos Geológicos