Relevant bibliographies by topics / Derailment

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Derailment'

Author: Grafiati
Published: 4 June 2021
Last updated: 19 February 2023

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Journal articles on the topic "Derailment"

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Leishman, Eric M., Michael T. Hendry, and C. Derek Martin. "Canadian main track derailment trends, 2001 to 2014." Canadian Journal of Civil Engineering 44, no. 11 (November 2017): 927–34. http://dx.doi.org/10.1139/cjce-2017-0076.

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The Transportation Safety Board of Canada (TSB) maintains the Rail Occurrence Database System (RODS). This database contains information on all types of rail occurrences including derailments that must be reported by all Canadian railway operators. This paper analyzes the derailments that occurred on Canadian main track network between 2001 and 2014. The results from the analysis show that between 2001 and 2014 there was an overall decreasing trend in the number and intensity of main track derailments, derailments involving dangerous goods cars, and the number of derailments resulting in the release of dangerous goods. The RODS data was further analyzed to evaluate the frequency of the differing causes of derailments and the severity of the resulting incidents. The most common and severe derailment causes resulted from rail breaks, track geometry, and environmental conditions. Derailment velocity was also found to have an impact on the severity, with higher velocities resulting in a greater number of derailed rolling stock.
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Roorda, J., and B. Gracie. "Derailment of Trains." International Journal of Mechanical Engineering Education 22, no. 3 (July 1994): 165–76. http://dx.doi.org/10.1177/030641909402200302.

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A simple model of train derailments reduces a complex dynamic process to a recursive series of statics and geometry calculations accompanied by computation of energy dissipation by ground friction forces. A calibration of the model parameters ensures a good fit to reality. Some derailment characteristics can be predicted.
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Bae, Hyun-Ung, Kyung-Min Yun, Jiho Moon, and Nam-Hyoung Lim. "Impact Force Evaluation of the Derailment Containment Wall for High-Speed Train through a Collision Simulation." Advances in Civil Engineering 2018 (2018): 1–14. http://dx.doi.org/10.1155/2018/2626905.

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Fatal train accidents usually involve derailments or collisions. These derailment/collision accidents are infrequent. However, the damage due to derailment can be catastrophic. Derailment containment walls are usually used in Korea to minimize such damages. However, the impact forces that are needed to design the derailment containment walls were not well defined, and only limited studies were conducted for the behavior of the derailment containment walls. In this study, the focus was made on the impact force analysis of the containment wall through a series of 3D collision simulation after train derailment. Finite element modeling was conducted to analyze the dynamic behavior of the derailed train that collides with a structure such as containment wall using the LS-DYNA analysis software application. The FE models of car bodies, bogie frames, and wheel sets were created such that full conformity was achieved between their numerical models and actual vehicles with respect to the masses and principal mass moments of inertia. In addition, various installation situations of the containment wall were considered for the collision simulation. Finally, the economical alternative method to reduce the impact force was proposed.
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Saccomanno, F. F., and S. M. El-Hage. "Establishing derailment profiles by position for corridor shipments of dangerous goods." Canadian Journal of Civil Engineering 18, no. 1 (February 1, 1991): 67–75. http://dx.doi.org/10.1139/l91-009.

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The position of railcars carrying dangerous goods in a train can affect their involvement in a derailment. A model is presented, which minimizes the number of cars carrying dangerous goods derailing for different marshalling strategies and rail corridor conditions. An application of the model to the Sarnia–Toronto rail corridor is presented. The results of this analysis suggest that marshalling strategies for cars carrying dangerous goods need to be sensitive to corridor conditions that affect the causes of train derailments. Current Canadian Transport Commission directives governing the placement of cars carrying dangerous goods along a train were found to be ineffective in reducing their derailment probability when compared to a low-cost unregulated option. Effective marshalling strategies can substitute for speed controls on the shipment of dangerous goods, resulting in a similar or improved derailment profiles and lower operating costs. Key words: dangerous goods, derailment, rail, marshalling, railcars.
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Bae, Hyun-Ung, Kyung-Min Yun, and Nam-Hyoung Lim. "Containment capacity and estimation of crashworthiness of derailment containment walls against high-speed trains." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 3 (December 22, 2016): 680–96. http://dx.doi.org/10.1177/0954409716684663.

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Europe, USA, China, Japan, and Korea, which possess advanced railway technologies, have attempted to develop high-speed rail technology and ensure safety based on social requirements and the need for greater speeds. However, despite these efforts, there have been recent reports of train accidents resulting in loss of lives. Fatal train accidents usually involve derailments or collisions that do not happen frequently. However, when they occur, the damage is catastrophic. Therefore, a protection infrastructure should be installed to minimize such damage. Since the high-speed railways were introduced in Korea, derailment containment walls have been constructed to mitigate and minimize the damages caused by such accidents. The need for the judgment of effectiveness and feasibility review of the derailment containment walls in terms of economics and construction ability has been presented by designers and constructors. In this paper, the authors have evaluated the containment capacity and collision durability (crashworthiness) of a derailment containment wall, constructed in Korea, using a collision simulation after the derailment of a train.
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Brabie, D., and E. Andersson. "On minimizing derailment risks and consequences for passenger trains at higher speeds." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 223, no. 6 (June 17, 2009): 543–66. http://dx.doi.org/10.1243/09544097jrrt271.

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The first part of this article deals with the possibility of preventing wheel climbing derailments after an axle journal failure by implementing mechanical restrictions between the wheelsets and the bogie. A multi-body system (MBS) computer model is developed to account for such an axle failure condition, which is successfully validated by comparing the pre-derailment sequence of events with two authentic cases. An extensive parameter analysis on the maximum vertical and longitudinal play between the wheelset and the bogie, required to prevent a high-speed power or trailer car to derail, is performed for various combinations of running conditions in curves. Once an actual derailment has occurred on conventional passenger trains at 200 km/h, extensive MBS simulations are performed on the feasibility of utilizing alternative substitute guidance mechanisms, such as low-reaching parts of bogie frame, axle box, or brake disc, as means of minimizing the lateral deviation. Results are presented in terms of geometrical parameters that lead to a successful engagement with the rail for a total of 12 different derailment scenarios. These are caused by an axle journal failure, an impact with a small object on the track, or a high rail failure. Minimizing the lateral deviation is also investigated by means of restraining the maximum coupler yaw angle and altering the bogie yaw stiffness. Time-domain simulations are also performed in terms of lateral track forces and derailment ratio when negotiating a tight horizontal ‘ S-curve’. Further, the articulated train concept is investigated in terms of the post-derailment vehicle behaviour after derailments on tangent and curved track at a speed of 200 km/h. In this respect, a trainset consisting of one power car and four articulated passenger trailer cars is modelled in the MBS software. Results in terms of lateral deviation and maximum carbody roll angle are presented as a function of different inter-carbody damper characteristics and running gear features. The feasibility of these damper characteristics is also tested in terms of lateral track forces and derailment ratio when negotiating a tight horizontal S-curve.
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Bagheri, Morteza, F. Frank Saccomanno, and Liping Fu. "Effective placement of dangerous goods cars in rail yard marshaling operation." Canadian Journal of Civil Engineering 37, no. 5 (May 2010): 753–62. http://dx.doi.org/10.1139/l10-015.

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Train derailments are important safety issues, and they become even more critical when dangerous goods (DG) are involved. This paper is concerned with mitigating derailment risk through improved operational strategies, with a specific focus on DG marshalling practices in the train-assembly process. A new modelling framework is proposed to investigate how the position of DG railway cars affects their chances of being involved in a derailment as the train travels over a given track segment. The underlying research problem can be formulated as a linear integer programming technique. However, since solving this formulation is computationally intractable, a heuristic method has been developed based on a genetic algorithm that gives a near-optimum solution. The proposed model is applied to a hypothetical rail corridor to demonstrate how effective marshalling of DG along a train can reduce overall derailment risks.
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Kuhn, Thomas, and Jürgen Weibler. "Management-Derailment und System-Derailment." Organisationsberatung, Supervision, Coaching 23, no. 2 (May 9, 2016): 133–46. http://dx.doi.org/10.1007/s11613-016-0456-2.

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Li, Weixi, Geordie S. Roscoe, Zhipeng Zhang, M. Rapik Saat, and Christopher P. L. Barkan. "Quantitative Analysis of the Derailment Characteristics of Loaded and Empty Unit Trains." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (November 29, 2018): 156–65. http://dx.doi.org/10.1177/0361198118810780.

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Operation of unit trains has grown substantially over the past half century owing to their ability to provide economic and efficient transportation of bulk products. Although various aspects of train safety have been studied, there has been limited research examining the effect of train loading conditions on derailment occurrence, cause and severity. An algorithm was developed to identify derailments of loaded and empty unit trains on mainlines and sidings recorded in the Federal Railroad Administration database. A dataset of these accidents for the 15-year period of 2001–2015 was developed and analyzed. The frequency of derailments for both loaded and empty unit trains declined by more than 50%. The average number of cars derailed per accident fluctuated for both loading conditions, but showed no particular trend. Approximately five times more loaded unit train derailments were recorded in the database than empty unit trains, but in the absence of specific unit train traffic data, inferences about rates are not possible. Loaded unit trains were more than four times heavier than empty unit trains and loaded train derailments tended to involve more cars than empty trains. The distribution of derailment causes differed for loaded and empty unit trains. Loaded trains most frequently derailed because of broken rails and welds, while the leading cause of empty train derailments was obstructions, in particular severe weather. Over 90% of the derailments of loaded and empty unit trains considered in this study occurred on mainline tracks, and the distribution of causes differed between mainline and siding tracks.
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Batig, А. V., and A. Ya Kuzyshyn. "NECESSITY TO IMPROVE THE MATHEMATICAL MODEL OF FREIGHT CARS TO STUDY CASES OF ITS DERAILMENTS." Criminalistics and Forensics, no. 65 (May 18, 2020): 442–51. http://dx.doi.org/10.33994/kndise.2020.65.43.

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One of the most important problems that pose a serious threat to the functioning of railways is the problem of freight cars derailment. However, according to statistics, the number of cases of the derailments of freight cars in trains annually grows. Тo prevent such cases, the necessary preventive measures are developed, and to study the causes of their occurrence, a significant number of mathematical models, programs and software systems created by leading domestic and foreign scientists. Studies of such mathematical models by the authors of this work have led to the conclusion that they are not sufficiently detailed to the extent that it is necessary for analyze the reasons of its derailment. At the same time, an analysis of the causes of the rolling stock derailments on the railways of Ukraine over the past five years showed that in about 20 % of cases they are obvious, and in 7 % of cases they are not obvious and implicitly expressed. The study of such cases of rolling stock derailment during an official investigation by the railway and during forensic railway transport expertises requires the use of an improved mathematical model of a freight car, which would allow a quantitative assessment of the impact of its parameters and rail track on the conditions of railway accidents. Therefore, taking into account the main reasons that caused the occurrence of such railroad accidents over the last five years on the railways of Ukraine, the article selected the main directions for improving the mathematical model of a freight car, allowing to cover all the many factors (explicit and hidden) and identify the most significant ones regarding the circumstances of the derailment rolling stock off the track, established on the basis of a computer experiment. It is proposed in the mathematical model of a freight car to take into account the guiding force, the value of which is one of the main indicators of the stability of the rolling stock. The authors of the article noted that not taking into account the influence of the guiding forces on the dynamics of the freight car can lead to an erroneous determination of the reasons for the rolling stock derailment or even to the impossibility of establishing them.
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Dissertations / Theses on the topic "Derailment"

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Van, Zyl Johan Hendrik Combrink. "Executive derailment." Thesis, Stellenbosch : University of Stellenbosch, 2000. http://hdl.handle.net/10019.1/5769.

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Thesis (MBA (Business Management))--University of Stellenbosch, 2000.
ENGLISH ABSTRACT: The aim of this study was to investigate the term executive (managerial) derailment. Special reference was given to various research done in the USA at the Centre for Creative Leadership (CCL). Managerial derailment was analysed and the persons most likely to derail identified. Typical indicators for derailment were investigated. The cause for derailment, with special focus on six classical flaws and their intercorrelation, were studied. Preventative measures to combat the phenomenon of derailment were investigated on both individual and organisational levels. Some preventative recommendations were suggested. The state of derailment internationally was studied to ascertain if any time movement occurred. Derailment is still present today, while some of the reasons causing derailment is fading, others increases in strength. Cultural differences between European and North American managers were studied, and no differences were found. This were compared with a survey conducted by the author on 47 modular South African MBA students to determine the state of derailment amongst the respondents. The survey respondents positively confirmed the presence of managerial derailment. Derailment results recorded amongst the pilot group were similar to that documented in literature. Further in-depth study needs to be done to validate the existence of managerial derailment amongst South African managers.
AFRIKAANSE OPSOMMING: Die deel van hierdie studie was om die term bestuursontsporing (managerial derailment) te ondersoek. Spesiale aandag is gegee aan verskeie navorsing gedoen by die Centre for Creative Leadership (CCL) in die VSA. Persone met 'n hoe ontsporingspotensiaal is geidentifiseer tydens die ontleding van die term bestuursontsporing. Tipiese aanwysings vir ontsporing is ondersoek. Ses klassieke oorsake vir ontsporing is nagevors met veral verwysing na interkorrolasies tussen hierdie oorsake. Voorkomende ontsporingsmaatreels met betrekking tot die individu en die organisasie is bestudeer. Veranderinge oor tyd in internasionale bestuursontsporingsnavorsing is ondersoek. Resultate dui, ten spyte van 'n verandering in die redes vir ontsporing, aan dat bestuursontsporing steeds plaasvind. Feitlik geen verskille wat aan kultuur toegeskryf kan word, word in die literatuur vermeld nie. In 'n meningspeiling onder 47 Suid-Afrikaanse modulere MBA studente het die outeur soortgelyke resultate verkry. Bestuursontsporing blyk teenwoordig te wees onder die studiegroep. Die oorsake vir bestuursontsporing van die respondente is bykans dieselfde as wat deur internasionale navorsing aangetoon word. Voordat die gevolgtrekking dat bestuursontsporing teenwoordig is onder Suid-Afrikaanse bestuurders gemaak kan word, word verdere in diepte studie vereis.
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Wagner, Simon John, and simonjwagner@gmail com. "DERAILMENT RISK ASSESSMENT." Central Queensland University. Engineering, 2004. http://library-resources.cqu.edu.au./thesis/adt-QCQU/public/adt-QCQU20060720.100637.

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There is a large quantity of literature available on longitudinal train dynamics and risk assessment but nothing that combines these two topics. This thesis is focused at assessing derailment risks developed due to longitudinal train dynamics. A key focus of this thesis is to identify strategies that can be field implemented to correctly manage these risks. This thesis quantifies derailment risk and allows a datum for comparison. A derailment risk assessment on longitudinal train dynamics was studied for a 107 vehicle train consist travelling along the Monto and North Coast Lines in Queensland, Australia. The train consisted of 103 wagons and 4 locomotives with locomotives positioned in groups of two in lead and mid train positions. The wagons were empty hopper wagons on a track gauge of 1067mm. The scenarios studied include: the effect of longitudinal impacts on wagon dynamics in transition curves; and the effects of longitudinal steady forces on wagon dynamics on curves. Simulation software packages VAMPIRE and CRE-LTS were used. The effects of longitudinal impacts from in-train forces on wagon dynamics in curves were studied using longitudinal train simulation and detailed wagon dynamics simulation. In-train force impacts were produced using a train control action. The resulting worst-case in-train forces resulting from these simulations were applied to the coupler pin of the wagon dynamics simulation model. The wagon model was used to study the effect of these in-train forces when applied in curves and transitions at an angle to the wagon longitudinal axis. The effects of different levels of coupler impact forces resulting from different levels of coupling slack were also studied. Maximum values for wheel unloading and L/V ratio for various curve radii and coupler slack conditions were identified. The results demonstrated that the derailment criteria for wheel unloading could be exceeded for a coupler slack of 50mm and 75mm on sharper curves, up to 400m radii. A detailed study of the effect of steady in-train forces on wagon dynamics on curves also was completed. Steady in-train forces were applied to a three wagon model using VAMPIRE. Maximum and minimum values of wheel unloading and L/V ratio were identified to demonstrate the level of vehicle stability for each scenario. The results allowed the worse cases of wheel unloading and L/V ratio to be studied in detail. Probability density functions were constructed for the occurrence of longitudinal forces and coupler angles for the Monto and North Coast Lines. Data was simulated for a coupler slack of 25, 50 and 75mm and force characteristics were further classified into the occurrences of impact and non-impact forces. These probability density functions were analysed for each track section to investigate the effects of coupler slack, track topography and gradient on wagon dynamics. The possible wagon instability in each of these scenarios was then assessed to give a measure of the potential consequences of the event. Risk assessment techniques were used to categorise levels of risk based on the consequences and likelihood of each event. It was found that for the train configuration simulated, the Monto Line has a higher derailment risk than the North Coast Line for many of the scenarios studies in this thesis. For a coupler slack of 25mm no derailment risks were identified, 50mm coupler slack derailment risks were only identified on the Monto track and the majority of derailment risks were identified for a 75mm coupler slack.
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Brabie, Dan. "On Derailment-Worthiness in Rail Vehicle Design : Analysis of vehicle features influencing derailment processes and consequences." Doctoral thesis, Stockholm : Farkost och flyg, Kungliga Tekniskan högskolan, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-4548.

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Guillaud, Lucile M. (Lucile Marie). "Probability of derailment under earthquake conditions." Thesis, Massachusetts Institute of Technology, 2006. http://hdl.handle.net/1721.1/38236.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2006.
Includes bibliographical references (leaves 141-144).
A quantitative assessment of the probability of derailment under earthquake conditions is presented. Two derailment modes are considered: by vibratory motion - during the ground motion - and by permanent track deformation - after the motion ended. Criteria for derailment that apply to both modes are derived in terms of peak transversal acceleration and peak transversal displacement. This allows a direct comparison between the two causes of derailment. We find that the first mode of derailment (by vibratory motion) dominates over the second mode (by track damage). The model considers the effect of spatial non-homogeneities in soil and structural characteristic and the incoherence of the ground motion into the assessment of derailment risk. The lateral motion experienced by the train under non-synchronous vibration of the track is obtained as the superposition of two contributions: one is the track motion at a fixed location and the other is the motion as the train travels on deformed tracks. Under linear elastic conditions, a method to obtain the power spectral density function for ground acceleration is presented and used to obtain acceleration and displacement response spectra.
(cont.) The second component of motion depends on speed. It is found that the train motion due to track deformation has small effects at ordinary speeds but that it becomes noticeable as the speed increases and the support spacing decreases. In general, it is shown that changes in soil and structural properties present a higher risk for derailment by vibratory motion. In some cases, the second component of train motion may increase the acceleration due to track motion at a single location by a factor of two. The analysis is first done assuming linear behavior of the soil and structure and then nonlinearities and permanent deformations are included. The elastic analysis is found to be adequate, except for structures with natural periods exceeding 1 second where the elastic analysis yields conservative estimates in comparison with the inelastic case.
by Lucile M. Guillaud.
S.M.
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Haag, Rabea Christiane [Verfasser]. "Derailment bei Führungskräften / Christiane Haag Rabea." Kassel : Kassel University Press, 2016. http://d-nb.info/1095500945/34.

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Toma, Elton E. "A computer model of a train derailment." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1998. http://www.collectionscanada.ca/obj/s4/f2/dsk2/tape17/PQDD_0003/NQ35982.pdf.

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Uchiyama, Yayoi Misu. "Regional seismic risk of railway system including derailment consequences." Thesis, Massachusetts Institute of Technology, 2006. http://hdl.handle.net/1721.1/38558.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2006.
Includes bibliographical references (leaves 111-112).
To evaluate the seismic risk of railway networks, a derailment consequence model and a regional approach are developed The consequence model estimates the casualty and fatality rates for passengers as a function of train speed and includes two sub-models. The first sub-model, which is for the case when the train remains in its own track after derailment, was developed using historical accident data. The casualty and fatality rates are estimated using a linear logistic model. The other sub-model, for the case of head-on collision and train fall, was developed using numerical simulation results by the U.S.DOT. The regional approach estimates earthquake risk for the entire network In the approach, first, the probabilities of possible derailment scenarios including head-on collision cases are calculated To calculate the probabilities of derailment due to seismic vibration and facility damage, the derailment probability model is applied After one scenario is selected by Monte Carlo method based on calculated probabilities, the consequences are calculated for the scenario applying the consequence model developed previously. Through an application to the Tohoku Shinkansen line, we illustrate how the system is in many ways an improvement over the current JR East system.
by Yayoi Misu Uchiyama.
S.M.
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Miele, Jennifer A. "Getting Off Track: Roanoke, Altoona and the Derailment of Norfolk Southern." Thesis, Virginia Tech, 2004. http://hdl.handle.net/10919/42790.

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Martinsville, Virginia lost its textile industry to Mexico. High Point, North Carolina lost its furniture business to Asia. Pittsburgh lost Steel, Detroit lost auto-making, Mississippi lost cotton, and West Virginia lost coal. These once booming mono-industrial communities, competitive in a global economy, are all clawing their way out of a deep, dark unemployment whole. Each has a chapter in the story of urban decay and renewal with different endings. But the actions of their elected officials, before, during, and after their community's single industry downsizes or leaves, make all the difference. The following comparative policy paper examines the strategies of two local governments, those of Roanoke, Virginia, and Altoona, Pennsylvania, who attempted to mitigate the loss of Norfolk Southern Rail Car Repair Shops in their cities. I find quantitative and qualitative research, which suggests that Roanoke faired better after the loss of Norfolk Southern with regard to unemployment rates, median household income, high school and college graduation rates and poverty rates. I attempt a research design such that community leaders whose cities suffer similar economic blows can walk away with recommendations concerning their roles in recovery. Both cities relied greatly on the economic activity of Car Repair Shops. The staff at the Roanoke Car Shops, once comprised of more than a thousand men and women, has dwindled to a skeleton crew of about 15. The Hollidaysburg Car Shops also employed close to one thousand people, but too, has eroded to about a dozen. A history of each city and the evolution surrounding Norfolk Southern is included, along with an extensive examination into subsequent economic activity.
Master of Arts
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Brabie, Dan. "On the Influence of Rail Vehicle Parameters on the Derailment Process and its Consequences." Licentiate thesis, Stockholm, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-242.

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Simon, Jodie Christine. "The derailment of feminism: a qualitative study of girl empowerment and the popular music artist." Thesis, Wichita State University, 2012. http://hdl.handle.net/10057/5541.

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“Girl Power!” is a message that parents raising young women in today’s media-saturated society should be able to turn to with a modicum of relief from the relentlessly harmful messages normally found within popular music. But what happens when we turn a critical eye toward the messages cloaked within this supposedly feminist missive? A close examination of popular music associated with girl empowerment reveals that many of the messages found within these lyrics are frighteningly just as damaging as the misogynistic, violent, and explicitly sexual ones found in the usual fare of top 100 Hits. In fact, this cooption of feminist messages introduces a new danger in that it masks the commodification of feminism into a marketed brand of heightened sexual awareness (Gill 2008) while promoting traditional male behaviors as equalizing acts of power (Kilbourne 2009 ).
Thesis (M.A.)--Wichita State University, Fairmount College of Liberal Arts and Sciences, Dept. of Liberal Studies
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Books on the topic "Derailment"

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Tuo gui: Derailment. Taibei Shi: Lian he wen xue chu ban she gu fen you xian gong si, 2016.

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Lombardo, Michael M. The dynamics of management derailment. Greensboro, N.C: Center for Creative Leadership, 1988.

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Oitamong, Deogracious. Tears of derailment: A tale of two nations. Kampala, Uganda: MPK Graphics Ltd., 2004.

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Ellen, Van Velsor, ed. A look at derailment today: North America and Europe. Greensboro, N.C: Center for Creative Leadership, 1996.

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Lombardo, Michael M. Preventing derailment: What to do before it's too late. Greensboro, N.C: Center for Creative Leadership, 1991.

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The elephant in the boardroom: The causes of leadership derailment. Houndmills, Basingstoke, Hampshire: Palgrave Macmillan, 2010.

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Politics in the purple kingdom: The derailment of Vatican II. Kansas City, MO: Sheed & Ward, 1993.

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Shu, Xinggao. Development of a new distance based criterion for flange climbing derailment. Pueblo, Colorado: Transportation Technology Center, Inc., a subsidiary of the Association of American Railroads, 2005.

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The incompetent manager: The causes, consequences and cures of managerial derailment. London: Whurr, 2003.

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Aquin, Benoît. Mégantic. Montréal, Quebec: VU, Centre de diffusion et de production de la photographie, 2015.

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Book chapters on the topic "Derailment"

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Stabel, Aaron, Kimberly Kroeger-Geoppinger, Jennifer McCullagh, Deborah Weiss, Jennifer McCullagh, Naomi Schneider, Diana B. Newman, et al. "Derailment." In Encyclopedia of Autism Spectrum Disorders, 868. New York, NY: Springer New York, 2013. http://dx.doi.org/10.1007/978-1-4419-1698-3_100432.

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Furnham, Adrian. "Executive derailment." In Managing People in a Downturn, 77–81. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230307209_26.

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Hogan, Joyce, Robert Hogan, and Robert B. Kaiser. "Management derailment." In APA handbook of industrial and organizational psychology, Vol 3: Maintaining, expanding, and contracting the organization., 555–75. Washington: American Psychological Association, 2011. http://dx.doi.org/10.1037/12171-015.

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Halsey, Mark, and Simone Deegan. "Major Derailment." In Young Offenders, 104–26. London: Palgrave Macmillan UK, 2015. http://dx.doi.org/10.1057/9781137411228_6.

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Furnham, Adrian. "Management Failure and Derailment." In The Leadership Hubris Epidemic, 69–92. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-57255-0_4.

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Furnham, Adrian. "Preventing and Managing Derailment." In The Elephant in the Boardroom, 234–61. London: Palgrave Macmillan UK, 2010. http://dx.doi.org/10.1057/9780230281226_10.

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Parena, D., N. Kuka, W. Masmoudi, and Walter Kik. "Derailment Simulation, Parametric Study." In The Dynamics of Vehicles on Roads and on Tracks, 155–67. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003210924-13.

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Ruming, Kristian, Kathleen Mee, and Pauline McGuirk. "Planned derailment for new urban futures?" In Actor Networks of Planning, 44–61. Abingdon, Oxon; New York, NY : Routledge, 2016. |: Routledge, 2016. http://dx.doi.org/10.4324/9781315714882-3.

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Guerrieri, Marco. "Wheel-Rail Interaction and Derailment Analysis." In Springer Tracts in Civil Engineering, 79–87. Cham: Springer Nature Switzerland, 2023. http://dx.doi.org/10.1007/978-3-031-24030-0_4.

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McCauley, Cynthia, and Sylvester Taylor. "Teaching Senior Leaders the Dynamics of Derailment." In Experience-Driven Leader Development, 529–33. San Francisco: John Wiley & Sons, Inc., 2014. http://dx.doi.org/10.1002/9781118918838.ch80.

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Conference papers on the topic "Derailment"

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Kirkpatrick, Steven W. "An Evaluation of Derailment Mechanics and Derailment Analysis Methodologies." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58527.

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Abstract Detailed analyses of vehicle and train collisions are a common part of new vehicle design projects. It is relatively simple to describe appropriate collision scenarios for a train and the resulting collision mechanics are reasonably controlled if the trains remain upright and in-line. These scenarios are well suited to advanced dynamic finite element simulation codes. Alternatively, train derailment analyses are less common and have unique characteristics that make the analyses difficult. The derailment event can involve the interaction of many cars and have a relatively long duration compared to other crash events. Freight derailments can involve trains in excess of 100 cars long and the duration of the derailment response can be on the order of a minute before coming to rest. Further complicating the analysis are the many parameters that are not well characterized or controlled. The motions of rail cars after leaving the tracks are not well known and difficult to model. The wheels and trucks can plough through ground or remaining track sections. The material properties and geometry of the ground can have large variations and are typically not well known or characterized for specific derailment events. Additionally, the geometry of the surrounding terrain can have a wide range of variability at derailment sites. As a result of these complexities, there are far fewer standardized methodologies used for the analysis of derailments. The detailed finite element models are applied in some cases, but the computational requirements to model these events in high fidelity are quite high. This paper provides a review of some past derailment modeling efforts and recent investigations and analyses of derailment events to provide insights into the derailment mechanics of freight trains. The objective is to assess the relative magnitudes of effects such as the braking characteristics, brake application delay time, and blockage force caused by the derailed and overturned cars on the subsequent deceleration of the trailing cars on the rail.
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Zhang, Zhipeng, Kang Zhou, and Xiang Liu. "Probabilistic Risk Analysis of Broken Rail-Caused Train Derailments." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8100.

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Abstract Broken-rail prevention and risk management have been being a major activity for a long time for the railroad industry. The major objective of this research is to evaluate and analyze the broken rail-caused derailment risk using Artificial Intelligence (AI) approaches. The risk model is primarily built upon 1) broken rail probability; 2) probability of broken-rail derailment given a broken rail; and 3) derailment severity, measured by the number of cars derailed. The train derailment risk accounts for derailment probability and derailment consequences simultaneously. Due to the low frequency of broken-rail derailments, it is desirable to estimate the probability of broken rail-caused derailments through the broken rail occurrence. The estimation of the probability of broken rail-caused derailment includes the conditional probability of derailment given broken rail occurrence and the probability of broken rail occurrence. More specially, the probability of broken-rail derailment given a broken rail can be estimated by the statistical relationship between broken-rail derailment and broken rail, given specific variables (e.g., track curvature, signal condition, and annual traffic). The probability of broken rails can be estimated using machine learning techniques based on railroad big data, including maintenance, track layout, traffic and historical inspection records. In terms of derailment consequence, it is defined as the number of cars (both loaded and empty) derailed per derailment that would be estimated based on potentially affecting factors, such as train length, train speed, and train tonnage. The quantitative estimation and analysis of broken rail-caused derailments are based upon the historical records from one Class I railroad company from 2012 to 2016, covering over 20,000 track miles on mainlines. The developed integrated risk model is able to contribute to the prediction of location-centric broken rail-caused derailment risk. Ultimately, the identification of high-risk locations can ultimately aid the railroads to mitigate broken rail risk in a cost-efficient manner and improve railroad safety.
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Narita, Kenji, Munemasa Tokunaga, Keiichi Goto, and Kimitoshi Sakai. "Derailment probability of whole railway lines during an earthquake, considering the structure types of bridge, embankment and tunnel." In IABSE Congress, Christchurch 2021: Resilient technologies for sustainable infrastructure. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2021. http://dx.doi.org/10.2749/christchurch.2021.1126.

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<p>The derailment probability of trains on embankments and in tunnels is important for the evaluation of derailment fragility throughout the whole railway line during earthquakes. This study aimed to predict the number of trains expected to derail on a whole line during an earthquake. Nonlinear vehicle–structure interaction analyses revealed that the probability of derailment exceeded 50% when the ground acceleration was approximately 370 Gal on bridges, 900 Gal on embankments, and 1200 Gal in tunnels. The expected number of derailments was approximately 1–8 trains in the case of L2 spectrum I, considering the probability of derailment occurrence for each structure type.</p>
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Gonzalez, Francisco, Anand Prabhakaran, Graydon F. Booth, Florentina M. Gantoi, and Arkaprabha Ghosh. "Validation of Methodology to Evaluate Risk Reduction in Tank Car Derailments." In ASME 2018 Verification and Validation Symposium. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/vvs2018-9331.

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Critical derailment incidents associated with crude oil and ethanol transport have led to a renewed focus on improving the performance of tank cars against the potential for puncture under derailment conditions. Proposed strategies for improving accident performance have included design changes to tank cars, as well as, operational considerations such as reduced speeds. In prior publications, the authors have described the development of a novel methodology for quantifying and characterizing the reductions in risk that result from changes to tank car designs or the tank car operating environment. The methodology considers key elements that are relevant to tank car derailment performance, including variations in derailment scenarios, chaotic derailment dynamics, nominal distributions of impact loads and impactor sizes, operating speed differences, and variations in tank car designs, and combines these elements into a consistent framework to estimate the relative merit of proposed mitigation strategies. The modeling approach involves detailed computer simulations of derailment events, for which typical validation techniques are difficult to apply. Freight train derailments are uncontrolled chain events, which are prohibitively expensive to stage and instrument; and their chaotic nature makes the unique outcome of each event extremely sensitive to its particular set of initial and bounding conditions. Furthermore, the purpose of the modeling was to estimate the global risk reduction expected in the U.S. from tank car derailments, not to predict the outcome of a specific derailment event. These challenges call into question which validation techniques are most appropriate, considering both the modeling intent as well the availability and fidelity of the data sets available for validation. This paper provides an overview of the verification and validation efforts that have been used to enhance confidence in this methodology.
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He, Jiabo, Tal Ben-Gera, and Xiang Liu. "Risk Analysis of Freight-Train Derailment Caused by Track Geometry Defect." In 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5743.

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This paper develops an analytical framework for analyzing freight-train derailment risk due to track geometry failures. First, track geometry degradation is estimated based on a previous study that uses data from one Class I railroad. Then, the frequency of expected number of track-geometry-defect-caused derailment on mainlines is estimated. After that, the derailment severity (measured by the number of railcars derailed) can be predicted based on FRA-reportable track-geometry-failure-caused freight-train derailments. Due to data limitations, several simplifying assumptions were made to illustrate model structure and implementation procedure. The model can be adapted to specific carriers and locations for normative risk management of track geometry defects.
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Kristoff, Susan, and David Schanoes. "Curving Performance of Newly Trued Wheels of Commuter Rail Passenger Cars." In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-55137.

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After a series of derailments in 1996 and 1997, Metro-North Railroad implemented several maintenance procedures in an effort to eliminate future derailments. This included a 300-mile wearing in period for cars with newly trued wheels before they could enter revenue service. Since that time, frequency of derailments has dropped to nearly zero, and Metro-North is evaluating the necessity of each of the derailment prevention policies. The Metro-North Derailment Test Site (MN-DTS) in Grand Central Terminal (GCT) was used to evaluate the curving performance of newly trued wheels and to compare the results with data from cars with worn wheels. The resulting analysis showed no statistical difference in curving performance between the two wheel conditions, giving Metro-North the option to remove the wearing-in period and increase train revenue without sacrificing passenger safety.
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Renze, Kevin J. "On Railroad Tank Car Emergency Braking Performance." In 2017 Joint Rail Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/jrc2017-2245.

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Crude oil and ethanol unit train derailments sometimes result in the release of large volumes of flammable liquids which ignite and endanger the safety of persons, property, and the environment. Current methods to reduce the probability and mitigate the consequences of High-Hazard Flammable Train (HHFT) derailments include operational speed constraints, enhanced tank car design/build requirements, improved car and track inspection and maintenance, and use of advanced braking systems. The train brake system can dissipate more energy in a derailment scenario if the brake signal propagation rate is increased, the brake force against the wheel tread is increased, or a combined approach is used. This paper describes a simplified energy conservation model used to determine the emergency braking stopping distance and energy dissipation benefits available for three advanced train braking systems. A 3×3 matrix of brake configurations was defined by three brake signal propagation rates and three car net braking ratio (NBR) values. The brake signal propagation rate was modeled for trains with conventional head-end locomotive power, pneumatic car braking, and no two-way end-of-train device (CONV); locomotive distributed power with pneumatic car braking (trailing DP); and locomotive power with electronically-controlled pneumatic (ECP) braking. Car NBR values of 10, 12.8, and 14 percent were selected to reflect the expected brake force range available from older equipment in the existing tank car fleet (10% NBR) to the maximum acceptable value for new or rebuilt cars (14% NBR). Various in-train emergency brake application scenarios for loaded unit trains were modeled while accounting for the gross effects of derailment/collision blockage forces. Empirical data from four trailing distributed power train derailment events were used to estimate an average derailment/collision blockage force (ADF) and simulate the trailing consist braking performance. The ADF results were subsequently used in a more general tank car unit train parametric study to evaluate the effects of train speed, track grade, and in-train derailment position for each brake configuration in the matrix. The simplified energy conservation model was used to 1) quantify the number of trailing consist cars expected to stop short of the derailment location and 2) compare the car-by-car energy state of each car in the trailing consist that was calculated to reach the derailment location. Results for the empirical and parametric study cases are compared graphically and observations are discussed relative to two assumed baseline brake configurations.
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Kementchedjhieva, Yova, and Anders Søgaard. "Dynamic Forecasting of Conversation Derailment." In Proceedings of the 2021 Conference on Empirical Methods in Natural Language Processing. Stroudsburg, PA, USA: Association for Computational Linguistics, 2021. http://dx.doi.org/10.18653/v1/2021.emnlp-main.624.

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Renze, Kevin J. "Accident/Incident Reconstruction and Visualization." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6265.

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Factual evidence from locomotive event data recorders (EDR), locomotive image data recorders, accident site surveys, witness marks, rail equipment, track structure, photographs, video cameras, AEI readers, hot wheel or hot bearing detectors, wayside signal bungalows, train consist documents, and radio communication is integrated, validated, and visualized in a three-dimensional model environment. The goal is to build a physics-based, data-driven model of train position as a function of time to enhance the documentation, investigation, understanding, and analysis of in-service train derailments. Methods to construct, validate, and interrogate time-accurate, interactive visualizations of train movements for partial and complete train consists are discussed and demonstrated. In-service freight train derailments that occurred in Hoxie, Arkansas (offset frontal collision between opposing freight trains), Casselton, North Dakota (unit grain train derailment with car fouling opposing mainline track and subsequent crude oil unit train head-on collision), and Graettinger, Iowa (unit ethanol train derailment) are used to illustrate the accident reconstruction method. Similar vehicle path reconstructions for recent highway, aviation, and marine investigations are also presented.
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Wang, Yi, Steven Nich, Kyle Mulligan, Kevin Oldknow, and G. Gary Wang. "Multiscale Simulation-Based Mixed Train Derailment Analysis: A Case Study." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58311.

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Abstract The makeup of mixed-manifest freight trains is often determined through rigid operating rules designed based on steady-state in-train forces under nominal vehicle and track conditions. Despite compliance with these rules, excessive forces experienced during exceptional situations still hold significant potential to result in derailments. This paper presents a case study involving a mixed train derailment in a sharp curve following an undesired brake release. The operating conditions and sequence of events are modelled using a novel multiscale simulation approach to combine industry-established longitudinal and multi-body dynamics simulation packages. The root cause of the derailment in this case study is assessed, along with the effectiveness of subsequent rule changes in mitigating the corresponding risk. The case study and results are further discussed in the broader context of a research initiative to utilize near real-time data collection from wayside and vehicle-mounted measurement systems, together with robust multiscale simulation approaches, to improve the area of mixed train marshalling.
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Reports on the topic "Derailment"

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Lombardo, Michael, and Cynthia McCauley. The dynamics of management derailment. Center for Creative Leadership, July 1988. http://dx.doi.org/10.35613/ccl.1988.1091.

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Leslie, Jean, and Ellen Van Velsor. A look at derailment today. Center for Creative Leadership, 1996. http://dx.doi.org/10.35613/ccl.1996.2006.

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Stawiski, Sarah, William Gentry, Laura Santana, and David Dinwoodie. Developing leaders in Latin America: Understanding managerial derailment. Center for Creative Leadership, July 2015. http://dx.doi.org/10.35613/ccl.2012.1058.

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Avoiding Managerial Derailment in Latin America. IEDP Ideas for Leaders, October 2013. http://dx.doi.org/10.13007/245.

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Rethinking risk in times of COVID-19. United Nations University - Institute for Environment and Human Security (UNU-EHS), May 2022. http://dx.doi.org/10.53324/wskw1341.

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The COVID-19 pandemic has been tremendously difficult for many people across the globe. What was initially viewed as a health crisis affected societies to their core, many of which were already grappling with the devastating effects of climate change, as well as other challenges such as political instability and conflict. While each of these crises has its own identifiable causes, the increasingly interconnected nature of our world means that these shocks or hazards and the knock-on effects from them cannot be viewed in isolation. Indeed, the number of record-breaking disasters witnessed over the past years and their cascading effects across sectors and borders have illuminated those interconnections as never before. Similarly, interconnections became very visible whenCOVID-19 started to spread around the globe. The unfolding pandemic prompted a range of policy measures to limit the spread of the virus and avoid health systems becoming overwhelmed. Yet the effects of these measures, including stay-at-ho-me orders and shutdown of public life, while highly important to prevent health system collapse and reduce COVID-19 fatalities, hit the most vulnerable the hardest. Underlying vulnerabilities such as poverty, precarious jobs in the informal economy, lack of access to education and, structural gender biases were exacerbated by the pandemic. This report sheds light on the complexity of risks in a highly interconnected world, and present lessons for risk management. Focusing on COVID-19, it shows how, through the interconnectedness of societies and the underlying vulnerabilities within them, the direct and indirect impacts of the pandemic have revealed the systemic nature of risk. Through a case study approach, it demonstrates how the pandemic triggered a multitude of impacts far beyond the direct health crisis, including joblessness, debt, civil and domestic violence and the derailment of their children’s education, among many others. In many locations, women suffered disproportionately, whether as a result of bias in employment patterns or other pre-existing gender biases in society. Drawing on insights from different case studies across the world, this report also offers lessons from the pandemic for understanding risk more systemically, and presents recommendations for risk management moving forward.
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