Flying High the American Way
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Regiotram Kassel Betrieben Wird Die Regiontram in Kassel Durch Ein
erhöht deutlich die Lebensqualität der Be- 1960er Jahren, als die Albtalbahn bereits wohner. Probleme in der Innenstadt ist die kaum genutzte Güterstrecken der DB für den größere Breite der RT-Wagen, so dass diese Personenverkehr nutzte. Nachdem sich in der nicht auf allen Straßenbahnstrecken fahren 1990ern innerhalb weniger Wochen nach können. Einführung die Fahrgastzahlen verfünffacht hatten, war auch kein politischer Widerstand Stadtbahn Karlsruhe – Karlsruher Modell mehr zu erwarten. Auch heute wird das über Das Karlsruher Modell gilt als die Mutter der 400 km lange Streckennetz noch erweitert Stadt-Regionalbahnsysteme. Betrieben wird und ausgebaut. RegioTram Kassel es durch eine Kooperation zwischen der Alb- Betrieben wird die RegionTram in Kassel tal-Verkehrs-Gesellschaft (AVG), den Ver- City Bahn Chemnitz durch ein Joint Venture aus der Regionalbahn kehrsbetrieben Karlsruhe (VBK) sowie der Kassel (RBK) und der DB Region Nord. Als Deutschen Bahn (DB) Die Fahrzeuge sind Fahrzeuge kommen Alstom RegioCitadis zum Großteil noch aus den 1980er und Wagen zum Einsatz, von denen sich die Lan- 1990er Jahren der Firma DUEWAG, heute deshauptstadt Kiel zu Testzwecken im Juni Siemens Transportation Systems, die teilwei- 2007 einige ausgeliehen hatte. Es handelt se einzeln angepasst wurden. sich um Zweisystemfahrzeuge, die teilweise mit Dieselaggregat ausgestattet sind. Der Betrieb wurde 2007 aufgenommen, wobei der Vorlaufbetrieb seit Juni 2001stattfand. Die Fahrzeuge sind nach Figuren der Grimm- Quelle: City-Bahn Chemnitz GmbH schen Märchenwelt, die in engem Zusam- Im Chemnitz ist die Umspurung der Straßen- menhang mit Kassel stehen, benannt. Das bahn auf Normalspur bereits in den 1960ern Netz ist 184 km lang. Die an das RegioTram- geschehen, als die Stadt noch Karl-Marx- Netz angebundenen Städte und Gemeinden Stadt hieß. -
世界の地下鉄データ一覧表② Shenyang 瀋陽 ─Lille リール 1/2
世界の地下鉄データ一覧表② Shenyang 瀋陽 ─Lille リール 1/2 Country City Operator Type of Train First section Route Number Number Number of Service hours Fare Ridership City mode crew opened length(km) of lines of stations employees system (million) 国 都市 営業主体 種別 乗務員 開通年 営業キロ 路線数 駅数 従業員数 運行時間 運賃制度 輸送人員 都市 Shenyang Shenyang Metro Co., Ltd. Metro D 2010.10 28 1 22 --- --- --- --- Shenyang 瀋陽 開業予定 Taiwan Taipei Taipei Rapid Transit Corporation Metro/ D & 1997.3 90.6 9 82 4035 6:00-0:00 distance 449.00 Taipei 台湾 台北 (TRTC) VAL Less Kaohsiung Kaohsiung Rapid Transit Metro D 2008.4 42.3 2 37 380 6:00-23:00 distance 0.2/day Kaohsiung 高雄 Corporation(KRTC) Thailand Bangkok Bangkok Metro Public Company Metro D 2004.7 20.0 1 18 1000 6:00-0:00 distance 62.00 Bangkok タイ バンコク Limited(BMCL) Malaysia Kuala Lumpur Rangkaian Pengangkutan Integrasi LRT Less 1998.9 29.0 1 24 *600 *6:00-0:00 distance *56.50 Kuala Lumpur マレーシア クアラルンプール Deras Sdn Bhd(RAPID KL) 対キロ区間制 Singapore Singapore Singapore Mass Rapid Transit Metro D 1987.11 98.4 4 58 3000 5:30-0:30 distance 510.20 Singapore シンガポール シンガポール Corporation Ltd.(SMRT) SBS Transit Metro Less 2003.6 20.0 1 16 *700 *5:42-0:26 distance *65.00 India Kolkata Metro Railway, Kolkata Metro D 1984.10 28.3 1 24 3163 7:00-21:45 distance 114.80 Kolkata インド コルカタ 対キロ区間制 Delhi Delhi Metro Rail Corporation Ltd. Metro D 2002.12 90.7 3 78 4805 6:00-23:00 distance 255.50 Delhi デリー (DMRC) Iran Tehran Tehran Urban & Suburban Metro D 2000.2 102.6 4 61 3325 5:30-22:30 flat 449.00 Tehran イラン テヘラン Railway Operation Co.,(TUSROC) Turkey Ankara Elektrik, Gaz ve Otobüs Isletmesi¸ Metro/ D 1996.8 23.1 2 22 *625 *6:00-0:00 flat *107.60 Ankara トルコ アンカラ Genel Müdürlüˇgü(EGO) LRT Istanbul Istanbul Transportation Co., Metro D 2000.9 12.0 1 10 250 6:15-0:30 flat 56.80 Istanbul イスタンブール (Istanbul Ulasim¸ Sanayi ve Ticaret AS) (Hafif) LRT D 1989.9 34.3 2 40 625 *6:00-0:30 flat 76.00 1号線のみ Municipality of Istanbul Electricity,Tramway Funicular D 1875.1 0.573 1 2 20 7:00-21:00 flat 7.80 & Tunnel Administration(IETT)(Tünel) Izmir Izmir Metro A.S. -
Eksploatacijskih Značajki Tramvaja Završni
SVEUČILIŠTE U ZAGREBU FAKULTET PROMETNIH ZNANOSTI Maja Ćuk ANALIZA TEHNIČKO – EKSPLOATACIJSKIH ZNAČAJKI TRAMVAJA ZAVRŠNI RAD Zagreb, 2018. Sveučilište u Zagrebu Fakultet prometnih znanosti ZAVRŠNI RAD ANALIZA TEHNIČKO – EKSPLOATACIJSKIH ZNAČAJKI TRAMVAJA ANALYSIS OF TECHNICAL AND EXPLOITATION FEAUTERS OF TRAMS Mentor: doc. dr. sc. Željko Šarić Student: Maja Ćuk JMBAG: 0135210885 Zagreb, svibanj 2018. SAŽETAK U ovom završnom radu analizirale su se tehničko-eksploatacijske značajke tramvaja. Također, navedeni su i različiti svijetski primjeri prijevoza putnika u javnom gradskom prometu kao što su autobusni prijevoz, trolejbusni, tramvajski, metro, uspinjača, taksi.... Razlike među navedenim sustavima su velike, a najviše se očituju u prijevoznoj sposobnosti, brzini te količini financijskih ulaganja koja su potrebna za njihovo uvođenje. Funkcioniranje prometa ovisi i o strukturi i veličini grada. Javni gradski prijevoz u Zagrebu uključuje podsustave za čije je funkcioniranje uglavnom odgovoran Zagrebački električni tramvaj (ZET). Svaki od podsustava javnog prijevoza u gradu Zagrebu ima svoja obilježja i način na koji pruža uslugu prijevoza građanima. Najveći podsustav u Zagrebu je tramvajski sustav. Cilj analize ovog tramvajskog sustava je pružiti sigurnost, udobnost i točnost kako bi svi tramvajski putnici stigli na svoja planirana odredišta u planirano vrijeme te kako bi korisnici javnog prijevoza bili zadovoljni uslugom vožnje. Kako bi se poboljšao sustav javnog prijevoza u Zagrebu i u budućnosti, bitno je redovito nastaviti pratiti i analizirati prometne i tehničke karakteristike tramvajskog sustava u gradu Zagrebu. KLJUČNE RIJEČI: tehničko-eksplotacijske značajke tramvaja, javni gradski prijevoz u Zagrebu, podsustavi javnog prijevoza SUMMARY In this final thesis were analysed technical-exploitation features of trams. Also, in this final thesis are mentioned different world-wide examples od city public transportation systems like bus transport, trolley-bus, water-bus, tram, metro, funiculars, taxis.. -
Annual Report 2012 Taiwan High Speed Rail and Corporate Responsibility, with the Principle of “Go Extra Mile” Guiding Every Action We Take
2012 ANNUAL REPORT Fact Sheet THSRC Milestones Commencement Date: May 1998 Construction Stage: March 2000–December 2006 Operation Stage: Started in January 2007 Capitalization: NT$105.3 billion Summary Results for 2012: Train Services: 48,682 train services Punctuality Rate(defined as departure within 5 minutes of scheduled time): 99.40% Annual Ridership: 44.53 million passengers Annual Revenue: NT$33.98 billion Loading Factor: 54.59% Passenger Kilometers: 8.64 billion km Total Route Length: 345 km Number of Cities/Counties Passed Through: 11 cities/counties Maximum Operating Speed: 300 km/hr Number of Seats Per Train: 989 seats (923 seats in standard and 66 in business class carriages) Stations in Service: 8 (Taipei, Banqiao, Taoyuan, Hsinchu, Taichung, Chiayi, Tainan and Zuoying) Maintenance Depots in Service: 5 (Lioujia/Hsinchu, Wurih/Taichung, Taibao/Chiayi, Zuoying/ Kaohsiung and Yanchao Main Workshop/Kaohsiung) Note: Loading Factor=Passenger Kilometers/Seat-Kilometers x 100% Passenger Kilometers = sum of the mileage traveled by each passenger Seat Kilometers = ∑ (number of seats per trrainset * sum of the mileage of trains operated in revenue service) Table of Contents 02 Chairman’s Letter to Shareholders 04 Overview Company Profile 06 Company History 09 12 Our Business Five Years in Review 13 Results of Operations 14 Looking Ahead 18 19 Corporate Governance Corporate Governance Overview 20 Internal Control 27 The Disclosure of Relationship among the Top 10 Stockholders who are Related Parties, or a Relative up to the Second Degree of Kinship or a Spouse to One Another 28 30 Corporate Activities Public Relations 31 Corporate Social Responsibility (CSR) 33 36 Financial Report Financial Highlights 37 Financial Statements 40 CHAIRMAN’S LETTER to SHAREHOLDERS 02 03 Dear Fellow Shareholders, 2012 marked our sixth year of operation. -
Platform Screen Systemssystems
09.2014 P-1210-EN RAIL VEHICLE PLATFORM SCREEN SYSTEMSSYSTEMS RAILSERVICES CONTINUED RESEARCH Through its specialist RailServices division, AND DEVELOPMENT WPSD has the ability to maintain, service In addition to the core platform screen and upgrade your metro platform screen door and gate products, WPSD offer system wherever in the world it is located further safety and operational through flexible and customized service enhancements such as the WPSD Gap contracts. Filler and WPSD Media Wall with Sound systems. Platform Screen Systems Westinghouse Platform Screen Doors PRODUCT SPECIFIC BENEFITS BY TYPE Westinghouse Way, Hampton Park East, Melksham Wiltshire SN12 6TL PLATFORM SCREEN PLATFORM EDGE PLATFORM SAFETY United Kingdom DOORS (PSD) DOORS (PED): GATES (PSG): Tel: +44 (0)1225 898700 Fax: +44(0)1225 898710 n Full height screen work n Screen work 2.3 metres to 2.5 metres n Screen work 1.3 metres to 1.7 metres WWW.PLATFORMSCREENDOORS.COM n Full height systems offer the ultimate in high (typical) high (typical) platform enhancement n Allows free flow of air for platform n Allows free airflow for ventilation n Civil interface is at the platform and ventilation n Mounted directly onto finished floor ceiling level n Civil interface at platform level only n Rapid installation APPLICATIONS n Train noise is suppressed n Can be fitted new and in most cases, n Can be fitted new and in most cases, n Economical air conditioning of the retrofitted retrofitted Heavy Metro Systems | Light Rail Vehicles | Metros | New and platform is possible n Option of Media Wall with Sound n Option of Media Wall with Sound Retrofit Installations | People Movers | Underground, n Can be fitted new and in most cases, retrofitted Overground and Elevated Platforms n Option of Media Wall with Sound ENHANCED PASSENGER SAFETY This publication may be subject to alteration without prior notice. -
Functional Allocation and Door Control of ATO for the Korean Radio-Based Train Control System
Recent Advances in Circuits, Systems and Automatic Control Functional Allocation and Door Control of ATO for the Korean Radio-based Train Control System MIN-SOO KIM, YONG-KI YOON, SEH-CHAN OH and YONG-KYU KIM Radio-based Train Control Research Team, Korea Railroad Research Institute 360-1 Woram-dong, Uiwang-si, Gyeonggi-do, 437-757, KOREA [email protected] http://www.krri.re.kr Abstract: - The Communication Based Train Control (CBTC) performs train position report immediately and movement authority transmission through wireless communications between a wayside control center and on- board vehicle computers. And it has effect of increasing the railway capacity by allowing the high-density train control through a high capacity of information transmission between the on-board and the wayside. Also, it reduces the maintenance cost because it does not use the existing track circuits. The Automatic Train Protection (ATP)/ Automatic Train Operation (ATO) is fundamental train control system for driverless operation in urban rail and metro rail, and it is important role in the communications based train control system. Especially, the ATO acts as a key role for automatic operation in urban rail with short distance between stations stopping and frequently stops. This paper describes the door control including platform screen door (PSD) and functional allocation of ATO which is responsible for the automatic operation and the door control as a subsystem of the Korean Radio-based Train Control System (KRTCS). Key-Words: - Korean Radio-based Train Control System, Automatic Train Operation, Door Control, Automatic Train Protection 1 Introduction offers safety and conveniences of passengers Railway systems are group of individuals with through the safe operations such as an accurate stop vehicles, tracks and signals, and therefore the on the station, train door/Platform Screen Door effective interaction among the subsystems is a core (PSD) controlling, and so on. -
Saarbahn Mit Einsystemfahrzeugen Und Elektrifizierung Von Lücken
G. Stengel: Schienenverkehr 21.08.2018 Seite 1/4 Schienenverkehr in der Region: Saarbahn mit Einsystemfahrzeugen und Elektrifizierung von Lücken Inhalt Saarbahn mit Einsystemfahrzeugen 1 Saarbahn endet in Brebach 2 Saarbrücken Hbf - Saargemünd mit RB (15 KV) 2 RB bis Wadgassen 3 Saarbrücken - Illingen - Lebach 3 Saarbrücken - Zweibrücken 3 Streckenkombinationen 3 Nahestrecke elektrifizieren 3 Niedtalbahn elektrifizieren 3 Elektrifizierung von Bahnstrecken allgemein 4 Quellen 4 Zielsetzung 4 Saarbahn mit Einsystemfahrzeugen Das Konzept von Klimmt/Ried 2010, modifiziert und erweitert von Ried/Stengel 2014 beschäftigt sich mit der Erweiterung der bestehenden Saarbahnlinie (TramTrain, Stadtbahn). Nach Neuordnung der Gleise im Bereich der Achterbrücke wäre eine vom Fernverkehr getrennte TramTrain-Trasse möglich. Ferner könnten die vorhandenen Trassen links der Saar in einen kleinen Ring über Grossrosseln bis nach Forbach und einen großen Ring über Wadgassen - Überherrn einbezogen werden. Gewissermaßen ein Nebeneffekt dieser Überlegungen war die Erkenntnis, dass die bislang eingesetzten in Anschaffung und Betrieb teuren Zweisystemfahrzeuge nur für Teilstrecken benötigt werden. Die 15 KV- Bahnstromtechnik ist bei vielen Fahrten nur auf dem Abschnitt Römerkastell - Brebach und zukünftig, d.h. nach Elektrifizierung der Bahnstrecke bis Lebach, auf dem Abschnitt Lebach - Lebach-Jabach erforderlich. Nur für die Fahrten bis Hanweiler bzw. Saargemünd ist die Zweisystemtechnik auf einer längeren Strecke erforderlich. Um bei einem Großteil der Fahrten auch 750 V-Fahrzeuge einsetzen zu können, wurde in Ried/Stengel 2014 vorgeschlagen, die Linien an der Haltestelle Römerkastell enden zu lassen und von dort einen Zugang zur Werkstatt unter der Brücke durch über die Brebacher Landstraße zu bauen. Damit können auch Fördergelder für den Brückenbau gesichert werden. G. Stengel: Schienenverkehr 21.08.2018 Seite 2/4 Saarbahn endet in Brebach Einen Schritt weiter geht folgender Vorschlag: Das Durchgangsgleis 2 wird in Brebach komplett abgebaut. -
A Study on Connectivity and Accessibility Between Tram Stops and Public Facilities: a Case Study in the Historic Cities of Europe
Urban Street Design & Planning 73 A study on connectivity and accessibility between tram stops and public facilities: a case study in the historic cities of Europe Y. Kitao1 & K. Hirano2 1Kyoto Women’s University, Japan 2Kei Atelier, Yame, Fukuoka, Japan Abstract The purpose of this paper is to understand urban structures in terms of tram networks by using the examples of historic cities in Europe. We have incorporated the concept of interconnectivity and accessibility between public facilities and tram stops to examine how European cities, which have built world class public transportation systems, use the tram network in relationship to their public facilities. We selected western European tram-type cities which have a bus system, but no subway system, and we focused on 24 historic cities with populations from 100,000 to 200,000, which is the optimum size for a large-scale community. In order to analyze the relationship, we mapped the ‘pedestrian accessible area’ from any tram station in the city, and analyzed how many public facilities and pedestrian streets were in this area. As a result, we were able to compare the urban space structures of these cities in terms of the accessibility and connectivity between their tram stops and their public facilities. Thus we could understand the features which determined the relationship between urban space and urban facilities. This enabled us to evaluate which of our target cities was the most pedestrian orientated city. Finally, we were able to define five categories of tram-type cities. These findings have provided us with a means to recognize the urban space structure of a city, which will help us to improve city planning in Japan. -
The CIB W062 36Th International Symposium Water Supply and Drainage for Buildings
Investigation of public toilet facility in MRT station (1) W.J.Liao, Ms. (2) C.L. Cheng, Dr. (3) K.C. He, Dr. (4) M.H.Wu , Dr. (1)[email protected] (2)[email protected] (3)[email protected] (1) (2) (3) (4) National Taiwan University of Science and Technology, Department of Architecture, 43 Keelung Road Sec.4, Taipei, Taiwan, R.O.C. Abstract “Toilet”, an indispensible facility of architecture in modern people’s life, has reflected civilian hygienic habit, civic-minded standard, aesthetic consciousness, overall educational level of a nation and national economic development. A well-established public toilet should meet many basic needs like safety, convenience, pleasing to the eye, saving resources, and hygiene etc. Later on, this study not only explores every basic functional requirement what public toilets of MRT stations should have, but analyze and discuss the functions of pleasing to the eye, comfort, energy saving, environmental protection, humanization, and design being used universally etc. Hopefully there will be more complete, convenient and comfortable service space of sanitary toilets provided. Users’ need can be satisfied as well. Meanwhile, the management authority can reduce the management cost of every item. The workload for cleaning and maintenance personnel can be lessened to fulfill the objective of need in every aspect. This study plans to collect fundamental examples of cases for public toilets both in domestic and foreign MRT stations. The later goal will be aimed at knowing the use condition and current setup status of already built public toilets for domestic MRT stations. -
Stadt-Umland-Bahnen – Beispiele Aus
Hartmut Topp topp.plan: Stadt.Verkehr.Moderation TU KAISERSLAUTERN imove Stadt-Umland-Bahnen: Beispiele aus Deutschland & Frankreich Informationsveranstaltung der IHK Nürnberg für Mittelfranken und des IHK-Gremiums Erlangen am 22. Februar 2016 in Erlangen ll topp.plan: Stadt .Verkehr. Moderation itopp.plan Manchester Kiel Hasselt/Maastricht Rostock Den Haag Bondy/Paris Bremen Grenoble Ausbau Nantes Montpellier Straßen-/Stadtbahn Köln/Bonn Chemnitz Kassel Zwickau StadtRegionalBahn Regiotram Stadt-Umland-Bahn Rhein- Erlangen Neckar Saarbahn tram-train Karlsruher Modell Strasbourg Neckar-Alb in Betrieb Mulhouse Salzburg geplant Basel im Ausland Kopenhagen Manchester Kiel Hasselt/Maastricht Rostock Den Haag Bondy/Paris Bremen Grenoble Ausbau Nantes Montpellier Straßen-/Stadtbahn kommen Reims im Vortrag vor Köln/Bonn Chemnitz Kassel Zwickau StadtRegionalBahn Regiotram Stadt-Umland-Bahn Rhein- Erlangen Neckar Saarbahn tram-train Karlsruher Modell Strasbourg Neckar-Alb in Betrieb Mulhouse Salzburg geplant Basel Zürich im Ausland Querschnitte Fahrgastentwicklung 663 km Netzlänge AVG, 2015 ll Institut für Mobilität & Verkehr topp.plan: Stadt .Verkehr. Moderation itopp.plan Erste Strecke 1992: Karlsruhe - Bretten 16.000 x 8 2.000 x 3 x 4,8 x 1,8 x 6,2 AVG, 2015 ll Institut für Mobilität & Verkehr topp.plan: Stadt .Verkehr. Moderation itopp.plan Tramlinien / StUB-Linien ziehen bei gleichem Linienverlauf & gleichem Fahrplantakt deutlich mehr Fahrgäste an als Buslinien . Das ist empirisch mehrfach belegt . Wir nennen das Tram- oder Schienenbonus . Bonus bis etwa 50 %, manchmal mehr . Warum ist das so? Hoher Fahrkomfort Verlässliche Reisezeit ohne Stau Hohe Sitzplatzerwartung Urbanes Image und Prestige Leichte Orientierung ll Institut für Mobilität & Verkehr topp.plan: Stadt .Verkehr. Moderation itopp.plan 1 Multimodal unterwegs 2 Städtebauliche Einbindung 2.1 Fahrwege einer StUB 2.2 Stromversorgung 2.3 Kleine & große Haltestellen 3 Baustellenmanagement 4 Öffentlichkeitsbeteiligung ll Institut für Mobilität & Verkehr topp.plan: Stadt .Verkehr. -
Fares Please! Annual General Meeting by Mick Duncan Who Has Moved from Sydney
ARES LEASE F OctoberP 2015 ! News from the Ballarat Tramway Museum Visit Ballarat this Spring Photo: Peter Winspur 11/10/15 Photo: Peter Winspur 11/10/15 The Museum is fortunate that it operates in one of Victoria’s most magnificent parklands. This month the spring flowers have been particularly colourful. Photo: Roger Gosney Inside: European Holiday 2015 by Alan Bradley Ballarat Trams are Ballarat History 2. Fares Please! Annual General Meeting by Mick Duncan who has moved from Sydney. Mick is very experienced in tramcar All members are invited to attend the Annual restoration and was a regular worker at the General Meeting at the Museum, on Sunday Sydney museum. 8th November 2015, commencing at 2.00pm. A list of the nominations and a proxy voting The new upstairs room is finished and several form are enclosed with your Annual Report. meetings have now been held in air conditioned quiet and comfort. The Following the meeting, Tram No 939, the installation of the new work station should Museum’s new function tram, will be occur over the next few months. The unveiled. The traditional tram ride for landscape design for the front of the building members and friends and afternoon tea will has been finalised. The next step is a major follow. resleepering of the tracks before they are Around the Museum reburied, hopefully for many years. Some of this track was laid in 1972. Quotes for a new The three major projects at the depot over the fire protection system have been received and past two months have been trams 939, 12 & one will be accepted very soon. -
Chapter Three: Daily Life in the Public Domain, 1933–1938
125 Chapter Three: Daily Life in the Public Domain, 1933–1938 Nazi Policy toward the Jews The introduction and the implementation of Nazi policy toward the Jews affected them in all aspects of their lives, including the public domain. As the years progressed, their level of insecurity and lack of safety escalated. Whether policy dealt with public or private space, Jewish or non-Jewish space was inconsequential. All policy was engineered toward the demonisation, humiliation and exclusion of Jews from all spheres of life and influence in Germany. Included in this was their constant surveillance as declared ‘enemies of the German people.’ All policy also affected the behaviours and attitudes of non-Jews towards Jews in the public domain, as Jews had been allocated pariah status. In depicting the effect of Nazi policy on the daily lives of Jews in the city from 1933 until the pogrom in November 1938, a similar pattern corresponding to the time-line of economic disenfranchisement emerges. The initial shock and violence of 1933 was followed by a period of adjustment to their new and disturbing status.1 Ongoing boycotts and public defamation, combined with the exclusion from some public places, were the main features until the introduction of the Nuremberg Laws in 1935. After September 1935 Jews no longer possessed any legal status and were racially defined. This led to an open season of accusing Jews of either invented crimes or newly created crimes, such as ‘Rassenschande.’ In Magdeburg this resulted in show trials and the trial by media of a number of community members.