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ABSTRACTBarcelona was the capital city of European anarchism during the inter-war years. The aim of this article is to discover the sociological and territorial features of the radicalized CNT (the Confederación Nacional del Trabajo), the anarchist union, which generated the summer 1936 revolution. By looking at the role of urban space as a variable in the collective processes of the working class the article argues that the unskilled recent immigrant worker and the neighbourhoods where this working-class figure was dominant were the key protagonists of revolutionary radicalism.

The paper examines the relationship as between transport and city growth in Barcelona in the period before which public transport became democratically public. Once having established the relative importance of the various modes of intercity transport from the mid-19th Century onwards, the paper settles down to an examination of the tram as the most binding of the city's transport possibilities. To do so, a methodology in which traffic returns and their being broken down as to social class and urban settlement is suggested. For that period when such a means of transport was costly-the period up to the First World War at the least- tram travel shows itself to have been of importance in a quite specific area of the city, the North-west, this being an area of upper class housing, the homeground of the wealthy. The tramways are thus seen as having played their part in the re-inforcing of class differences alreday to be then found in the urban groundplan and of helping to make second-residence suburban areas into the permanent dwelling places of the well-to-do. ; Este texto explora en el caso barcelonés algunas relaciones entre transporte y crecimiento urbano en la época anterior a la democratización del transporte público. Una vez establecida la importancia relativa de los distintos medios de transporte intraurbano desde mediados del siglo xix, el artículo se centra en el tranvía, el modo de transporte hegemónico en Barcelona. Se propone como criterio de método el examinar las cifras de tráfico y su reparto diferenciado en las clases sociales y en el espacio urbano. Para la era del transporte caro -al menos hasta la Primera Guerra Mundial-, el tráfico tranviario muestra una influencia marcada en un sector determinado de la ciudad, el sector noroeste, lugar de asiento privilegiado de las capas sociales más acomodadas. El tranvía contribuyó así a reforzar la división social del espacio urbano preexistente, con un impacto destacable también en la transformación de los suburbios de segunda residencia en barrios acomodados de residencia permanente.

Cet article explique l'influence décisive de Patrick Geddes sur John Turner, l'architecte britannique qui dans les années 1960 et 1970 sera mondialement connu pour avoir encouragé les usagers à l'autoconstruction du logement et de la ville. Cette inspiration durable et profonde implique aussi l'idée d'essayer de comprendre la relation de l'individu au milieu de son logement à travers une série de fonctions, et d'envisager la vie humaine dans une vision holistique. Cette conception holistique commence quand Turner est jeune pendant la Seconde Guerre mondiale et continue encore aujourd'hui.

ABSTRACTThis article is a contribution to comparative research between specific urban markets trajectories in the nineteenth and twentieth centuries and it aims to juxtapose southern European food market experiences, particularly the Barcelona case, with west European ones. Like other big cities in southern and central Europe, Barcelona consolidated a sturdy polycentric system of district markets between 1876 and 1936, just when such markets were beginning to decline in 'first comers' cities of Britain and France. In the inter-war period, the market halls of southern European cities played a prominent role in the everyday food trade and as functional and socializing centres in neighbourhoods. They were poles of dense residential and kinship relations for stall vendors, especially women vendors, and foci of a large part of the food retailing business in many neighbourhoods. Barcelona's particular historical circumstances made the public covered market system a fundamental element of neighbourhood commerce and a long-term urban asset.

ABSTRACT:Meat consumption increase since the nineteenth century is a good indicator of the key stage of the so-called nutrition transition. This article is based on primary sources, predominantly municipal slaughterhouse bookkeeping data, and examines the changing patterns of supply, distribution and consumption of different types of meat, in order to avoid the risk of an over-simplified historical view. Long-term analysis shows that between 1740 and 1840, a period of economic and demographic growth, meat consumption levels dropped dramatically. After that time, the liberalization of agriculture and the new rail network boosted the supply of meat. Other sources and spatial analysis help us examine the ways that the city was supplied with meat, the meat retail distribution within it and the changing diet of the different urban social strata.

El artículo forma parte de un proyecto más amplio que pretende resaltar que la revolución de la vivienda del segundo franquismo no fue solo una revolución de las formas urbanas, de brusco cambio en las formas de ocupación de la vivienda y en el tipo de familia, de radical renovación del equipamiento doméstico, sino también una revolución de la propiedad de la casa. Esta última revolución tuvo en los barrios obreros de la periferia barcelonesa y de las grandes ciudades españolas su auténtico caballo de Troya y constituyó una auténtica excepcionalidad a nivel europeo.