Steamboats and pleasure travels: success and failure of the first Spanish initiatives in the mid-nineteenth century

Steam technology revolutionised maritime transport during the nineteenth century. Together with the establishment of the first regular lines, steamers soon led to the commencement of pleasure navigation. The aim of this article is to analyse the impact and scope of this process in Spain, by means of a study of the first experiences in the mid-nineteenth century. In addition to a brief introduction and final conclusions, the paper is structured around four sections. The first contains an appraisal of the situation of passenger transport. Some information is then provided regarding the first cruise in 1854. Next, the essay highlights some of the features of short excursions that were very well received by the public, especially in the island of Majorca. Finally, attention is given to a very special type of travel, the main attraction of which lay in the opportunity to witness an event of a military nature.

Providence, Rhode Island, 1857 (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: Map of the city of Providence, Rhode Island, from surveys under the direction of H.F. Walling ; engraved, printed, compiled & mounted at H.F. Walling's Map Establishment, no. 90 Fulton St., New York. It was published by F.A. Baker in 1857. Scale [1:4,200]. Covers a portion of East Providence, Rhode Island.The image inside the map neatline is georeferenced to the surface of the earth and fit to the Rhode Island NAD 1983 coordinate system (in Feet) (Fipszone 3800) coordinate system. All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, railroads, railroad stations, drainage, public buildings, schools, churches, cemeteries, industry locations (e.g. mills, factories, etc.), docks and wharves, private buildings with selected names of property owners, town district boundaries, and more. Relief shown by hachures. Includes also illustrations of buildings in upper and lower margins: New Custom House, Post Office and U.S. court rooms -- Brown University -- Providence Institution for Savings -- Butler Hospital for the Insane -- First Baptist Meeting House -- Grace Church -- General railroad passenger station -- Central Congregational Church -- Providence Athenaeum -- Central Baptist Church.This layer is part of a selection of digitally scanned and georeferenced historic maps from the Harvard Map Collection. These maps typically portray both natural and manmade features. The selection represents a range of originators, ground condition dates, scales, and map purposes.

Cleveland and Vicinity, Ohio, Railroads and Industries, 1913 (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: Cleveland, sixth city : railroad and industrial map issued by the Cleveland Chamber of Commerce Transportation Committee; prepared under the direction of D.F. Hurd, traffic commissioner. It was published by Cleveland Chamber of Commerce Transportation Committee in 1913. Scale [1:158,400]. The image inside the map neatline is georeferenced to the surface of the earth and fit to Ohio North State Plane NAD 1983 coordinate system (in Feet) (Fipszone 3401). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, railroads, freight, passenger, and dock line railway stations, street car lines, drainage, industry locations (e.g. mills, factories, mines, etc.), docks, city boundaries, and more. Includes index to industries.This layer is part of a selection of digitally scanned and georeferenced historic maps of New England from the Harvard Map Collection. These maps typically portray both natural and manmade features. The selection represents a range of regions, originators, ground condition dates, scales, and map purposes.

Chicago, Illinois, railroads and industry, 1886 (Image 2 of 2) (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: Railway terminal and industrial map of Chicago : showing the termini, connections, and general system by which interchanges and transfers of freights are effected between all railroads centering in and about Chicago, also indicating the location of freight and passenger depots, elevators, warehouses, coal, ore, and other docks, and the leading manufactories, with an alphabetical list of the principle industries located along the lines of the same, drawn & engraved by A. Zecse & Co. It was published by Industrial World. Co. in 1886. Scale [ca. 1:19,300]. This layer is image 2 of 2 total images of the two sheet source map, representing the southern portion of the map. The image inside the map neatline is georeferenced to the surface of the earth and fit to the Illinois East State Plane Coordinate System NAD83 (in Feet) (Fipszone 1201). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, railroads, drainage, selected buildings and industry locations (e.g. mills, factories, etc.), and more. Includes index of principal industries. This layer is part of a selection of digitally scanned and georeferenced historic maps from The Harvard Map Collection as part of the Imaging the Urban Environment project. Maps selected for this project represent major urban areas and cities of the world, at various time periods. These maps typically portray both natural and manmade features at a large scale. The selection represents a range of regions, originators, ground condition dates, scales, and purposes.

Chicago, Illinois, railroads and industry, 1886 (Image 1 of 2) (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: Railway terminal and industrial map of Chicago : showing the termini, connections, and general system by which interchanges and transfers of freights are effected between all railroads centering in and about Chicago, also indicating the location of freight and passenger depots, elevators, warehouses, coal, ore, and other docks, and the leading manufactories, with an alphabetical list of the principle industries located along the lines of the same, drawn & engraved by A. Zecse & Co. It was published by Industrial World. Co. in 1886. Scale [ca. 1:19,300]. This layer is image 1 of 2 total images of the two sheet source map, representing the northern portion of the map. The image inside the map neatline is georeferenced to the surface of the earth and fit to the Illinois East State Plane Coordinate System NAD83 (in Feet) (Fipszone 1201). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, railroads, drainage, selected buildings and industry locations (e.g. mills, factories, etc.), and more. Includes index of principal industries. This layer is part of a selection of digitally scanned and georeferenced historic maps from The Harvard Map Collection as part of the Imaging the Urban Environment project. Maps selected for this project represent major urban areas and cities of the world, at various time periods. These maps typically portray both natural and manmade features at a large scale. The selection represents a range of regions, originators, ground condition dates, scales, and purposes.

The Economics of EU Railway Reform. Bruges European Economic Policy (BEEP) Briefing 8/2004

The EU began railway reform in earnest around the turn of the century. Two ‘railway packages’ have meanwhile been adopted amounting to a series of directives and a third package has been proposed. A range of complementary initiatives has been undertaken or is underway. This BEEP Briefing inspects the main economic aspects of EU rail reform. After highlighting the dramatic loss of market share of rail since the 1960s, the case for reform is argued to rest on three arguments: the need for greater competitiveness of rail, promoting the (market driven) diversion of road haulage to rail as a step towards sustainable mobility in Europe, and an end to the disproportional claims on public budgets of Member States. The core of the paper deals respectively with market failures in rail and in the internal market for rail services; the complex economic issues underlying vertical separation (unbundling) and pricing options; and the methods, potential and problems of introducing competition in rail freight and in passenger services. Market failures in the rail sector are several (natural monopoly, economies of density, safety and asymmetries of information), exacerbated by no less than 7 technical and legal barriers precluding the practical operation of an internal rail market. The EU choice to opt for vertical unbundling (with benefits similar in nature as in other network industries e.g. preventing opaque cross-subsidisation and greater cost revelation) risks the emergence of considerable coordination costs. The adoption of marginal cost pricing is problematic on economic grounds (drawbacks include arbitrary cost allocation rules in the presence of large economies of scope and relatively large common costs; a non-optimal incentive system, holding back the growth of freight services; possibly anti-competitive effects of two-part tariffs). Without further detailed harmonisation, it may also lead to many different systems in Member States, causing even greater distortions. Insofar as freight could develop into a competitive market, a combination of Ramsey pricing (given the incentive for service providers to keep market share) and price ceilings based on stand-alone costs might be superior in terms of competition, market growth and regulatory oversight. The incipient cooperative approach for path coordination and allocation is welcome but likely to be seriously insufficient. The arguments to introduce competition, notably in freight, are valuable and many e.g. optimal cross-border services, quality differentiation as well as general quality improvement, larger scale for cost recovery and a decrease of rent seeking. Nevertheless, it is not correct to argue for the introduction of competition in rail tout court. It depends on the size of the market and on removing a host of barriers; it requires careful PSO definition and costing; also, coordination failures ought to be pre-empted. On the other hand, reform and competition cannot and should not be assessed in a static perspective. Conduct and cost structures will change with reform. Infrastructure and investment in technology are known to generate enormous potential for cost savings, especially when coupled with the EU interoperability programme. All this dynamism may well help to induce entry and further enlarge the (net) welfare gains from EU railway reform. The paper ends with a few pointers for the way forward in EU rail reform.

What prospects for transport infrastructure and impacts on growth in southern and eastern Mediterranean countries? MEDPRO Report No. 3, February 2013

Lack of adequate infrastructure is a significant inhibitor to increased trade of the countries of the Mediterranean region. Bringing their transport infrastructure to standards comparable with countries of a similar per capita GDP will be costly but worthwhile. We compare the current quantities of six types of transport infrastructure with international benchmarks, and estimate the additional quantities needed to reach the benchmarks. We also estimate the cost of that infrastructure and express it as a percentage of GDP. Finally we make tentative estimates of how much trade might be generated and how this might impact on GDP. All the estimates are made for 11 southern and eastern Mediterranean countries (SEMCs) under four scenarios. The greatest need for additional infrastructure is for airport passenger terminals (between 52% and 56%), whereas the least is for more unpaved roads (between 7% and 13%). The investment (including maintenance) cost would be between 0.9% of GDP and 2.4% of GDP, although the investments in some countries would be between 1.4% and 4.5% of GDP. The impact on non-oil international trade would be substantial, but with differences between imports and exports. The overall trade balance of the 11 countries would be an improvement of between 5.4% and 17.2%, although some countries would continue to have a negative balance. A final assessment is made of the benefit ratio between the increase in GDP and the cost of transport investment. This varies between about 3 and 8, an indication of the high return to be expected from increased investment in transport infrastructure.

The EU Counter-Terrorism Policy Responses to the Attacks in Paris: Towards an EU Security and Liberty Agenda. CEPS Liberty and Security in Europe No. 81/February 2015

This paper examines the main EU-level initiatives that have been put forward in the weeks following the attacks in Paris in January 2015, which will be discussed in the informal European Council meeting of 12 February 2015. It argues that a majority of these proposals predated the Paris shootings and had until that point proved contentious as regards their efficacy, legitimacy and lawfulness. The paper finds that EU counterterrorism responses raise two fundamental challenges: A first challenge is posed to the freedom of movement, Schengen and EU citizenship. Priority is being given to the expanded use of large-scale surveillance and systematic monitoring of all travellers including EU citizens, which stands in contravention of Schengen and the free movement principle. A second challenge concerns EU democratic rule of law. Current pressures calling for the adoption of measures such as the EU Passenger Name Record challenge the scrutiny roles held by the European Parliament and the Court of Justice of the EU on counterterrorism measures in a post-Lisbon Treaty setting. The paper proposes that the EU adopts a new European Agenda on Security and Liberty based on an EU security (criminal justice-led) cooperation model that is firmly anchored in current EU legal principles and rule of law standards. This model would call for ‘less is more’ concerning the use, processing and retention of data by police and intelligence communities. Instead, it would pursue better and more accurate use of data meeting the quality standards of evidence in criminal judicial proceedings.

Towards an Effective EU Framework for Road Transport and GHG Emissions. CEPS Special Report No. 141 / July 2016

The adoption of the Paris Agreement at the end of 2015 and the EU’s intended nationally determined contribution (INDC) have confirmed the EU’s commitment to achieve decarbonisation by 2050. Transport accounts for about a quarter of EU greenhouse gas (GHG) emissions, representing the second-largest source of GHG emissions in Europe after the energy sector. The transport sector will play a significant role in the EU’s efforts to decarbonise its economy in line with its international commitments. The purpose of this report is to examine different EU policy options to address transport emissions, with a special emphasis on passenger cars. It ‘thinks through’ the options that are currently assessed in the EU and considers how they could be put together in a comprehensive framework. The report concludes with a number of measures to lead EU transport decarbonisation policy. A distinction is made between i) no-regret options and ii) measures for consideration.

Henry S. Frieze

Professor of Latin and acting president of the University of Michigan. On verso: North & Oswald Photographers. Toledo, Ohio. Established 1864. Take the Passenger Elevator at St. Clair Street Entrance, and Visit our New Studios, 45 Hall Block. Largest and finest in the West. All negatives preserved and Registered. Duplicates of this picture may be had at any time.

Dr. James B. Angell

President of the University of Michigan, minister to China and Turkey. On verso: North & Oswald Photographers, Toledo, Ohio. Established 1864. Take the Passenger Elevator at St. Clair Street Entrance, and Visit our New Studios, 45 Hall Block. Largest and finest in the West. All negatives preserved and Registered...

1983 UM Track Team

Top Row: grad. asst. Mike Shea, Mike Krauss, Derick Stinson, Nick Pyle, Ron Simpson, Paul Mistor, Chris Brewster, Todd Steverson, equip. mngr. Sam Sekaros

3rd Row: Dan Elliott, Bill Brady, Dave Meyer, Jason Bryant, Bob Boynton, Doug Heikkinen, Mike Sudarkasa, Tony Krpan.

2nd Row: trainer Doug Sanborn, Scot Eriksson, Dave Woolley, Derek Harper, George Yoanides, Johnny Nielsen, Dave Lugin, asst. coach James Henry

Front Row: Phil Wells, Bill O'Reilly, Brian Diemer, Coach Jack Harvey, Gerard Donakowski, Don Passenger, Dave Walmroth, asst. coach Ron Warhurst

Crashworthiness analysis of the UMTA state-of-the-art cars. Final report.

Transportation Systems Center, Cambridge, Mass.

Evaluation of FMVSS 214. Side impact protection: dynamic performance requirement.

Mode of access: Internet.

Acoustical and emission characteristics of small, high-speed internal combustion engines. Final report.

National Highway Traffic Safety Administration, Office of Research and Development, Washington, D.C.