Relevant bibliographies by topics / Rail

Academic literature on the topic 'Rail'

Author: Grafiati
Published: 4 June 2021
Last updated: 9 March 2023

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Journal articles on the topic "Rail"

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Sasaki, Toshihiko, Osama Yaguchi, and Yuichi Kobayashi. "A Study on Area Detector Type Diffraction Stress Measurement and its Application to Shelling Problem in Railway Tracks." Materials Science Forum 638-642 (January 2010): 2458–63. http://dx.doi.org/10.4028/www.scientific.net/msf.638-642.2458.

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In order to study on the effects of grinding of rail head on rolling contact fatigue of rails, residual stress measurements were conducted for rails processed under different grinding conditions. In this study, residual stresses in rails used for a service line were measured with the method of X-ray stress measurement. The triaxial stress analysis was conducted using a new method for an area detector type X-ray stress analysis proposed by the authors. Four grinding conditions were used to rail specimens. The distributions of residual stresses in the surface layer of the rail head were obtained. It was found that the tensile residual stresses were generated at the field-side of the ground rai1, and that the triaxial stress state was formed in the surface of the rail head widely.
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Mazilu, Traian, and Mihai Cornel Leu. "On the Modelling of Rail Joint." Materials Science Forum 957 (June 2019): 33–42. http://dx.doi.org/10.4028/www.scientific.net/msf.957.33.

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Jointed track is still used to build the secondary lines where the maximum speed does not exceed 100-120 km/h. Jointed track construction is based by the fact that the rails are joined end-to-end via the rail joints in order to assure the continuity of the rolling surface of the rails. The rails are jointed using two metal joint bars (fishplates) bolted to the ends of adjoining rails. The rail joints are featured with small gaps to allow the thermic expansion of the rails when the environmental temperature is higher than that during the fitting. In this paper, an analytical model for the rail joint considering the influence of the joint gap is presented and analysed. The model consists of three Euler-Bernoulli beams, two for the rail ends of the rail joint and the third beam for the two joint bars, connected to the rail ends by a Winkler layer. The concept of weakness of the rail joint (rail joint deflection/continuous rail deflection) is introduced and used to analyse the static behaviour of three types of rail joints used at CFR (Romanian Railways). The influence of the joint bars length and bending stiffness, and the influence of the joint gap length upon the rail joint weakness is pointed out.
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Dumitriu, Mădălina. "Numerical Analysis of the Vertical Bogie Accelerations at Failure of the Damper in the Primary Suspension of the Railway Vehicle." Materials Science Forum 957 (June 2019): 43–52. http://dx.doi.org/10.4028/www.scientific.net/msf.957.43.

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Jointed track is still used to build the secondary lines where the maximum speed does not exceed 100-120 km/h. Jointed track construction is based by the fact that the rails are joined end-to-end via the rail joints in order to assure the continuity of the rolling surface of the rails. The rails are jointed using two metal joint bars (fishplates) bolted to the ends of adjoining rails. The rail joints are featured with small gaps to allow the thermic expansion of the rails when the environmental temperature is higher than that during the fitting. In this paper, an analytical model for the rail joint considering the influence of the joint gap is presented and analysed. The model consists of three Euler-Bernoulli beams, two for the rail ends of the rail joint and the third beam for the two joint bars, connected to the rail ends by a Winkler layer. The concept of weakness of the rail joint (rail joint deflection/continuous rail deflection) is introduced and used to analyse the static behaviour of three types of rail joints used at CFR (Romanian Railways). The influence of the joint bars length and bending stiffness, and the influence of the joint gap length upon the rail joint weakness is pointed out.
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Obara, T., N. Kumagai, and T. Takiguchi. "Development of Hybrid Rail Brake." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 209, no. 2 (July 1995): 61–65. http://dx.doi.org/10.1243/pime_proc_1995_209_257_02.

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In Japan three types of rail brake were tested in the field. They were the eddy current rail brake, the electromagnetic rail brake, and the hybrid rail brake. The eddy current type, which does not come into contact with rails, needs high current and greatly increases the temperature in rails. The electromagnetic type which attracts rails and achieves braking by frictional force cannot generate a stable braking force. Therefore the authors developed a hybrid rail brake, which has advantages over the other two types. This type does not need as much current, and keeps rail temperature low.
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Kumar, S., and S. P. Singh. "Rail Head Geometry, Rail Rolling and Wheel-Rail Contact Tilting Analysis for Heavy Axle Loads." Journal of Engineering for Industry 111, no. 4 (November 1, 1989): 375–81. http://dx.doi.org/10.1115/1.3188775.

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This paper presents analytical considerations which are important to design a rail head for reducing rail damage due to heavy axle loads. There are two important parameters of design of rail crown: (1) the wheel tread rail crown contact stress and (2) the contact tilt angle called the β angle. Contact should not be allowed to move out of the rail crown. Analysis of lateral oscillations of new and worn wheel sets shows that they do not impose an engineering constraint on the choice of rail crown radius. Rail rolling on curves due to lateral creepage forces is however of great importance in rail loading and stresses. The point of contact location is significantly affected by such roll. For the two commonly used rails, 132 RE and 136 RE, this roll results in the contact moving to the part of the rail head with radius of 1 1/4 in. Such movement of the contact also develops rapidly when hollowed worn wheels roll on flattened worn rails. It is pointed out that this condition results in forces higher than the wheel load and stresses more than twice the value developed when the contact is within the rail crown and that this is most likely responsible for many of the rail failure problems including cracking, shelling, and fractures. A design analysis of rail crown including Hertzian contact and rail twist considerations shows that none of the three current rails analyzed satisfy the criteria developed for good rail head design. A suitable ellipitical crown should prove better. Finally a systems approach to rail wheel interaction with a number of design recommendations is given.
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Wei, Kai, Rui Ying Chen, and Yu De Xu. "Rail Profile Wear on Curve and its Effect on Wheel-Rail Contact Geometry." Advanced Materials Research 779-780 (September 2013): 655–59. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.655.

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The paper has carried out continued tests on a curve of a heavy haul railway in China for its rail profiles. Based on the data, the paper has counted the development of the rail profile wear, and then analyses the influence of wheel-rail contact geometry on the rail profile wear. The results show that the wear of high rails develops around the rail corners, while the one of low rails around the rail top. The development of the rail wear speeds up after the transport mass passes 210MGT. The wheel-rail contact geometry deteriorates when the transport mass grows up to 60MGT and lower than 210MGT.
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Takahashi, Shunichi, Toshihiko Sasaki, Yukio Sato, Kengo Iwafuchi, Hiroshi Suzuki, Yukio Morii, Yasuto Kondo, Ryoichi Monzen, and Yukio Hirose. "Application of Neutron Diffraction Technique to Industrial Materials." Materials Science Forum 571-572 (March 2008): 57–62. http://dx.doi.org/10.4028/www.scientific.net/msf.571-572.57.

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As an important industrial problem, the rolling contact fatigue damage is accumulated in rails during the repeated passage of trains over the rails, and rail failures may occur from the cracks grown in the rails. In order to prevent such rail failures, the estimation of the behavior of internal rail cracks is required based on the exact engineering analysis model as well as conducting rail test to search rail defects. The purposes of this paper are to apply the neutron stress measurement to rails, and to obtain residual stress state in the rails for the above purpose. The rail samples used were those that have been used in service line in Japan for about six years (222 million gross tons). The neutron measurement was conducted using the Residual Stress Analyzer (RESA) of the Japan Atomic Energy Agency (JAEA). The present measurement of stresses in rails by the neutron diffraction method was the first attempt in Japan.
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Choi, Jung-Youl, Sang-Won Yun, Jee-Seung Chung, and Sun-Hee Kim. "Comparative Study of Wheel–Rail Contact Impact Force for Jointed Rail and Continuous Welded Rail on Light-Rail Transit." Applied Sciences 10, no. 7 (March 27, 2020): 2299. http://dx.doi.org/10.3390/app10072299.

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In this study, the measured track impact factor induced by the wheel–rail contact impact force of each test section (two continuous welded rails on slab tracks and rail joint on a ballasted track) was compared with the design track impact factor under service conditions of a curved light-rail transit system. The measured track impact factor (TIF) was estimated from the measured dynamic wheel load and vertical rail displacement at each test section. In the case of the rail joint section, the rail joint was found to directly affect the track impact factor. Moreover, the dynamic wheel load fluctuation and vertical rail displacement were found to be significantly greater than those of the continuous welded rails (CWRs) on slab tracks. In addition, vertical rail displacements were measured by field measurement and finite element analysis (FEA) was conducted to simulate dynamic wheel load on the jointed rail. Using the field measurements, the rate of dynamic wheel load fluctuation and the TIF were calculated for the CWR and rail joint sections. Subsequently, the calculated TIF values were analytically validated through a comparison with the measured vertical rail displacement, the results of FEA, and the designed TIF for rail joints and CWRs. Finally, the TIF measured by field measurement was compared with the result predicted by FEA. The difference between the results of field measurements and FEA for vertical rail displacement was within approximately 4%.
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Ma, Xiaochuan, Ping Wang, Jingmang Xu, and Rong Chen. "Effect of the vertical relative motion of stock/switch rails on wheel–rail contact mechanics in switch panel of railway turnout." Advances in Mechanical Engineering 10, no. 7 (July 2018): 168781401879065. http://dx.doi.org/10.1177/1687814018790659.

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In order to enable the vehicle to change among the tracks, the stock and switch rails are separated and provided with different rail resilience levels on the baseplate in the railway turnout switch panel. Therefore, there will be vertical relative motion between stock/switch rails under wheel loads, and the relative motion will change the combined profile of stock/switch rails and consequently affect the wheel–rail contact mechanics. A method is developed in this article to investigate the effect of the relative motion of stock/switch rails on the wheel–rail contact mechanics along the railway turnout switch panel. First, the possible rigid wheel–rail contact points, called primary and secondary stock/switch rail contact points, are calculated based on the trace line method; second, the actual contact points are determined by the presented equations; finally, the distribution of wheel–rail contact forces on the stock/switch rails is obtained based on the continuity of interface displacements and forces. A numerical example is presented in order to investigate the effect of the relative motion of stock/switch rails on the wheel–rail contact points, stresses, and forces, and the results are presented and discussed.
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Chen, Zhi Wei, Linan Li, Shi Gang Sun, and Jun Long Zhou. "Wheel-Rail Multi-Point Contact Method for Railway Turnouts." Applied Mechanics and Materials 97-98 (September 2011): 378–81. http://dx.doi.org/10.4028/www.scientific.net/amm.97-98.378.

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A calculation method of wheel-rail multi-point contact based on the elastic contact model is introduced. Moreover, the simulation calculation of vehicles passing through branch lines of No.18 turnouts is carried out. The result showed that the acute change of wheel-rail normal force caused by the transfers of wheel-rail contact point between two rails can be avoid by wheel-rail multi-point contact method, and the transfers of wheel-rail normal force between two rails is smoother. The validity of wheel-rail multi-point contact method is verified.
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Dissertations / Theses on the topic "Rail"

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Holmlund, Gabriel. "RFID in Rail : RFID tracing of rail-borne cargo." Thesis, Mittuniversitetet, Avdelningen för informations- och kommunikationssystem, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:miun:diva-25824.

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SCA transports timber via rail from railway terminals in western Sweden to saw and/or pulp mills located on the east coast. Sometimes timber wagons are lost due to damages inflicted when loading the wagon. Wagons can also be decommissioned for maintenance conducted by the Swedish Transport Administration. Both situations are unpredictable and causes many types of problems. If the wagons could be automatically traced these problems could be predicted and pre-emptive actions could be taken. All wagons used by SCA are equipped with RFID tags and RFID readers are installed at the railway terminals. The purpose of this thesis is to equip the RFID readers with Internet access, collect the data read by the RFID readers and present this data in a single page web application. The actual data collection is done by an already existing system which pushes the train data to the back-end part of the application. The front-end part is made with a JavaScript framework named Ember.js and the back-end part is made with ASP .NET Web API and SQL Server. The application is finished and verified with various tests but is not put in production due to a negotiation delay between SCA with a third-party consultant.
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Soenneker, Richard (Richard Joseph) 1978. "Design of a bipolar rail-to-rail operational amplifier." Thesis, Massachusetts Institute of Technology, 2001. http://hdl.handle.net/1721.1/86734.

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Thesis (M.Eng. and S.B.)--Massachusetts Institute of Technology, Dept. of Electrical Engineering and Computer Science, 2001.
Includes bibliographical references (leaves 66-67).
by Richard Soenneker.
M.Eng.and S.B.
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Hudzik, Martin. "Návrh Rail-to-Rail proudového konvejoru v technologii CMOS." Master's thesis, Vysoké učení technické v Brně. Fakulta elektrotechniky a komunikačních technologií, 2016. http://www.nusl.cz/ntk/nusl-242143.

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Master’s thesis deals with design of rail-to-rail second generation current conveyor in CMOS technology. Describes principles of function of different generations of current conveyors, as well as the basic principle of design of second generation current conveyor based on operational amplifier. Addresses circuit topology of input rail-to-rail stage and class AB output stage. The objective of this thesis is to design, characterize performance and create layout of second generation current conveyor with input common mode voltage rail-to-rail capability in ONSemi I3T25 technology.
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Orvnäs, Anneli. "Simulation of Rail Wear on the Swedish Light Rail Line Tvärbanan." Thesis, KTH, Spårfordon, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-26310.

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Rail wear can result in extensive costs for the track owner if it is not predicted and preventedin an efficient way. To limit these costs, one measure is to predict rail wear through wear simulations. The purpose with this work is to perform simulations of successive rail wear on the Swedish light rail line Tvärbanan in Stockholm, by means of the track-vehicle dynamics software GENSYS in combination with a wear calculation program developed in MATLAB. The simulation procedure is based on a methodology with a simulation set design, where the simulations to be performed are selected through a parametric study. The simulations include track-vehicle simulations, where the wheel-rail contact is modelled according to the Hertzian contact theory together with Kalker’s simplified theory (including the numerical algorithm FASTSIM). The results from the track-vehicle simulations serve as input to the wear calculations. When modelling rail wear Archard’s wear model has been used, including wear coefficients based on laboratory measurements. The measurements have been performed under dry conditions, so the wear coefficients under lubricated conditions (both natural and deliberate lubrication) are reduced by factors estimated by field observations. After the wear depth calculations the wear distribution is smoothed and the rail profile is updated. The simulation procedure continues with a new wear step as long as the desired tonnage is not attained. Four curves of Tvärbanan with different curve radii, ranging from 85 to 410 m, have beenstudied in this work. On three of the curves the high rail is deliberately lubricated, whereas no lubrication has been applied in the widest curve. The vehicle operating the light rail line is an articulated tram with two motor end bogies and one intermediate trailer bogie. The line was opened in August 1999 and extended in one direction one year later. Rail profile measurements have been carried out by SL since March 2002. The traffic tonnage at the selected sites from the opening of the line to the last measurement occasion (September2004) is at most 8.9 mega gross ton per track. The results of the rail wear prediction tool are evaluated by comparing worn-off area of the simulated rail profiles with that of the measured rail profiles. Simulated and measured resultsdo not agree too well, since the simulated rail wear is more extensive than the measured one, especially on the outer rail. However, the shapes of the simulated worn rail profiles are comparable to those of the measured rail profiles.
QC 20101123
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Kumar, Saurabh. "A study of the rail degradation process to predict rail breaks." Licentiate thesis, Luleå tekniska universitet, Drift, underhåll och akustik, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-18226.

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Rail infrastructure is a large and costly investment, and has a long life. To realize the benefits from this investment, effective maintenance is required. Railways are one of the prime modes of transportation in many countries and as they are closely associated with passenger and cargo transportation, they own high risk in terms of potential loss of human life and damage/destruction of assets. New technologies and stringent safety standards are constantly being introduced, but accidents still occur. There will always be some risk associated with derailments and collisions, but it can be reduced by elimination of the root causes by means of an effective maintenance strategy to govern optimization of inspection, lubrication and grinding frequency and/or improvement in skill and efficiency. A detailed study of the defects which emerge both in the rolling stock and the rail infrastructure is essential to identify the correct maintenance strategy. Detection and rectification of rail defects/degradations are major issues for all rail players around the world. Some of the rail degradations include worn out rails, weld problems, internal defects, corrugations and rolling contact fatigue (RCF) initiated problems such as surface cracks, head checks, squats, spalling and shelling. If undetected and/or untreated, these defects can lead to rail breaks and derailments. Efficient maintenance strategies can reduce potential risk of rail breaks and derailments. A potential risk is the risk which accumulates in the form of rail degradation over a period of time. In spite of continuous efforts made by all rail infrastructure operators around the world to reduce costs, a substantial proportion of railway budget is spent on rail maintenance. It is understood that the consequential costs due to derailment reduces with increase in inspection, lubrication, grinding and replacement costs. The challenge is to find a balance between the maintenance costs which consists of inspection, lubrication and grinding costs, and consequential costs due to derailments. The consequences of derailment in terms of loss of human life, damage/destruction of assets and loss of company trust and reputation justify maintaining stringent safety standards, which require massive rail maintenance investments in order to be met. Reduction in maintenance investments may increase the rate of rail degradation, which may increase the risk of derailments. The aim is to develop an approach to predict rail failures, which will help to optimize maintenance activities (inspection, grinding, rectification/replacement and/or welding). Generally, there is a trade-off between maintenance investment and the risk involved in rail degradation in order to develop a rail maintenance procedure. Failure prediction of rail sections undergoing degradation will help to estimate the risk of derailment. Thus, prediction of the rail failure rate is a requirement for the development of an effective rail maintenance procedure. Different types of rail degradation processes leading to various rail defects have been studied. The performed literature studies indicate a need for better prediction of rail failure over a period of time based on the factors influencing rail degradation. The maintenance strategy followed by the Swedish National Rail Administration (Banverket), Sweden's rail infrastructure operator, is described and the issues related to rail degradation and maintenance are outlined for further research in this area. Rail failure data has been extracted from different Banverket's databases, classified according to a classification framework developed and analyzed over a period of time based on Million Gross Tonnes (MGT) of traffic using Weibull distribution. During the process of data evaluation and analysis, a method of extracting useful information from incomplete data has been identified.

Godkänd; 2006; 20061212 (ysko)

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Pang, Tao, and tony_pang@hotmail com. "Studies on Wheel/Rail Contact – Impact Forces at Insulated Rail Joints." Central Queensland University. Centre for Railway Engineering, 2008. http://library-resources.cqu.edu.au./thesis/adt-QCQU/public/adt-QCQU20080410.154708.

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To investigate the wheel/rail contact impact forces at insulated rail joints (IRJs), a three-dimensional finite element model and strain gauged experiments are employed and reported in this thesis. The 3D wheel/rail contact-impact FE model adopts a two-stage analysis strategy in which the wheel-IRJ railhead contact is first established in the static analysis and the results transferred to dynamic analysis for impact simulations. The explicit FE method was employed in the dynamic analysis. The Lagrange Multiplier method and the Penalty method for contact constraint enforcement were adopted for the static and dynamic analyses respectively. The wheel/rail contact-impact in the vicinity of the end post is exhibited via numerical examples from the FE modelling. The wheel/rail contact impact mechanism is investigated. The strain gauged experiments which consist of a lab test and a field test are reported. The signature of the strain time series from the field test demonstrates a plausible record of the dynamic responses due to the wheel/rail contact impact. By using the experimental data, both the static and the dynamic FE models are validated. It is found that the stiffness discontinuity of the IRJ structure causes a running surface geometry discontinuity during the wheel passages which then causes the impact in the vicinity of the end post. Through a series of sensitivity studies of several IRJ design parameters, it is shown that the IRJ performance can be effectively improved with optimised design parameters.
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Murty, Anjali. "Highly linear, rail-to-rail ICMR, low voltage CMOS operational amplifer." Thesis, Georgia Institute of Technology, 1998. http://hdl.handle.net/1853/14884.

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Morris, John D. (John David) 1978. "Improving toggle rate in a rail-to-rail comparator output stage." Thesis, Massachusetts Institute of Technology, 2001. http://hdl.handle.net/1721.1/16854.

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Thesis (M.Eng.)--Massachusetts Institute of Technology, Dept. of Electrical Engineering and Computer Science, 2001.
Includes bibliographical references.
This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
The demand for high-speed components has driven an increase in the speed of analog comparators, a building block for many analog circuits. This paper describes the modification of one of Linear Technology's low-cost, high-speed comparators to increase the output toggle rate beyond the one hundred megahertz range. The essential modifications to the output stage mainly relate to overcoming quasi-saturation of the output devices by extracting unwanted, stored base charge. Additional features were added into a dual comparator package with a tiny footprint to increase consumer interest and to diversify it from other comparators in Linear Technology's line. A final circuit design and physical silicon layout were designed using computer design tools, and the IC was fabricated and tested. The first silicon was tested extensively and worked successfully with only minor undesired discrepancies that were deemed acceptable. The LT1715 design was successful since the design itself accomplished all the desired specifications and the part is now available for sale.
by John D. Morris.
M.Eng.
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Naini, Srikar Reddy. "PING-PONG AUTO-ZERO AMPLIFIER WITH RAIL-TO-RAIL OUTPUT BUFFER." University of Akron / OhioLINK, 2018. http://rave.ohiolink.edu/etdc/view?acc_num=akron1537224512595497.

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McNeal, Cedric J. "Barrel wear reduction in rail guns : the effects of known and controlled rail spacing on low voltage electrical contact and the hard chrome plating of copper-tungsten rail and pure copper rails /." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2003. http://library.nps.navy.mil/uhtbin/hyperion-image/03Jun%5FMcNeal.pdf.

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Thesis (M.S. in Applied Physics)--Naval Postgraduate School, June 2003.
Thesis advisor(s): William B. Maier II, Richard Harkins. Includes bibliographical references (p. 45-46). Also available online.
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Books on the topic "Rail"

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MSI Marketing Research for Industry Ltd. and Marketing Strategies for Industry (UK) Ltd., eds. Rail & light rail engineering: UK. Chester: MSI Marketing Research for Industry Ltd, 1998.

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Rail. Enfield, Middlesex: Guinness Books, 1985.

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National University of Singapore. Centre for Advanced Studies in Architecture. Rail ideas: Visions for the rail corridor. Singapore: Center of Advanced Studies in Architecture (CASA), Department of Architecture, School of Design and Environment, National University of Singapore, 2013.

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MSI. Rail and light rail: UK : April 1999. Chester: MSI, 1999.

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Cooper, Alan. Rail travel. New York: Thomson Learning, 1993.

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Thānvī, Shaukat. Sodaishī rail. Karācī: Velkam Buk Porṭ, 2002.

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Nick, Bardsley, and Key Note Publications, eds. Rail travel. 4th ed. Hampton: Key Note, 2000.

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Jacob, Howard, and Key Note Publications, eds. Rail travel. 5th ed. Hampton: Key Note, 2001.

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National Transportation Act Review Commission (Canada). Rail rationalization. [Ottawa]: The Agency, 1992.

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Thanvi, Shoukat. Sodeshi rail. Karachi: Welcome Book Port, 2002.

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Book chapters on the topic "Rail"

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Sakurai, Satoshi, and Mohammed Ismail. "Rail-to-Rail Output Stages." In Low-Voltage CMOS Operational Amplifiers, 71–86. Boston, MA: Springer US, 1995. http://dx.doi.org/10.1007/978-1-4615-2267-6_6.

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Gooch, Jan W. "Chair Rail." In Encyclopedic Dictionary of Polymers, 133. New York, NY: Springer New York, 2011. http://dx.doi.org/10.1007/978-1-4419-6247-8_2200.

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Dincer, Ibrahim, Janette Hogerwaard, and Calin Zamfirescu. "Rail Transportation." In Clean Rail Transportation Options, 39–56. Cham: Springer International Publishing, 2015. http://dx.doi.org/10.1007/978-3-319-21726-0_2.

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Rehme, Marco, Susann Oehme, Uwe Götze, and Sören Claus. "Smart Rail." In Neue Dimensionen der Mobilität, 107–25. Wiesbaden: Springer Fachmedien Wiesbaden, 2020. http://dx.doi.org/10.1007/978-3-658-29746-6_10.

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Weik, Martin H. "rail logic." In Computer Science and Communications Dictionary, 1409. Boston, MA: Springer US, 2000. http://dx.doi.org/10.1007/1-4020-0613-6_15436.

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Gatrell, Simon. "Wessex Rail." In Thomas Hardy's Vision of Wessex, 226–33. London: Palgrave Macmillan UK, 2003. http://dx.doi.org/10.1057/9780230500259_12.

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Dhillon, B. S. "Rail Safety." In Applied Safety for Engineers, 111–22. Boca Raton: CRC Press, 2021. http://dx.doi.org/10.1201/9781003212928-9.

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Patty, Bruce W. "Intermodal Rail." In Handbook of Operations Research Applications at Railroads, 255–74. Boston, MA: Springer US, 2015. http://dx.doi.org/10.1007/978-1-4899-7571-3_11.

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Jensen, Martin Trandberg, and Geoffrey R. Bird. "Rail tourism." In Encyclopedia of Tourism, 774–75. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-01384-8_485.

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Jensen, Martin Trandberg, and Geoffrey R. Bird. "Rail tourism." In Encyclopedia of Tourism, 1–2. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-01669-6_485-1.

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Conference papers on the topic "Rail"

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Bilodeau, James, Kevin Clark, David Gregg, and Heath Pier. "Wireless Networking of Rail Sensors on Continuously Welded Rail." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36272.

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Railroads around the world are trying to increase hauling capacity on an already over-burdened rail system. This results in increased rail maintenance, increased cost from slow orders and increased risk of track failures. However, monitoring rails for neutral temperature drift, rail buckling and rail breaks is becoming easier and more cost effective with improved sensor technology. One major improvement is the ability to monitor long stretches of rail by networking a series of sensors together. This results in complete track coverage for a reasonable cost. New sensor technology capable of transmitting data wirelessly over several miles of track is presented in this paper. The antenna configuration is a critical factor to achieve adequate signal strength within several inches of the ground. The research presented here shows that it is possible to use the rails themselves as waveguides to help guide wireless signals down the rails to the next sensor.
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Chen, Yung-Chuan, Jao-Hwa Kuang, Li-Wen Chen, Jiang-Che Shin, and Sing-You Lee. "Wheel-Rail Thermal Contact on Rail Corrugation During Wheel Braking." In ASME 2005 International Mechanical Engineering Congress and Exposition. ASMEDC, 2005. http://dx.doi.org/10.1115/imece2005-79859.

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This paper uses the finite element method to investigate the effect of rail corrugation on the wheel-rail thermal contact pressure and temperature distributions during wheel braking. Contact elements are used to simulate the contact between a wheel and a rail. Various friction coefficients, wavelengths and amplitudes of corrugated rails as well as braking times are considered in this study. The results indicate that, in the wheel-rail contact area, the rail corrugation affects the contact pressure and temperature distributions significantly. A modified equation with time-dependent heat partition factor is proposed to predict the rail surface temperature distribution for rails with smooth surfaces. Simulation results show that the proposed equation works very well. The results also indicate that the corrugated rail can lead to a wavy temperature distribution on the rail surface. Also, a smaller corrugated rail amplitude results in a higher maximum temperature near the trough region and a lower one near the crest region.
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Smith, Frank J. "Smart Rail: Rail Integrity and Occupancy Monitoring Using Fiber Optic Technology." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1216.

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This paper provides an introduction to a Rail Break Detection and Train Location Detection using fiber optic technology called Smart Rail. The technology concept detailed in this paper not only detects the location of a broken rail, it also provides advanced warning of rail damage that may evolve into a dangerous condition. The same technology allows for the detection of trains and vehicles in the detection zone and provides location, speed and direction information. The Smart Rail continuously monitors rails for changes in their ability support the train in a safe manner. Smart Rail technology is based on direct observations of the structural quality of the rail by means of rail strain detection. Smart Rail technology detects the location, speed and direction of vehicles on the rails without the need for onboard equipment. It reports the location of vehicles whether moving or not. Smart Rail technology is also capable of detecting and providing a warning of: rail gauge separation, lose or missing track hardware, missing tie plates and flat wheels. Taken together this technology can assist in the prevention of derailments. The technology can be applied to existing rails with no need to modify any existing equipment or track circuits. The train detection range can be up to 50 miles per direction from one wayside location.
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Zhang, Zhipeng, Kang Zhou, and Xiang Liu. "Broken Rail Prediction With Machine Learning-Based Approach." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8102.

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Abstract Broken rails are the most frequent cause of freight train derailments in the United States. According to the U.S. Federal Railroad Administration (FRA) railroad accident database, there are over 900 Class I railroad freight-train derailments caused by broken rails between 2000 and 2017. In 2017 alone, broken rail-caused freight train derailments cause $15.8 million track and rolling stock damage costs to Class I railroads. The prevention of broken rails is crucial for reducing the risk due to broken rail-caused derailments. Although there is fast-growing big data in the railroad industry, quite limited prior research has taken advantage of these data to disclose the relationship between real-world factors and broken rail occurrence. This article aims to predict the occurrence of broken rails via machine learning approach that simultaneously accounts for track files, traffic information, maintenance history, and prior defect information. In the prediction of broken rails, a machine learning-based algorithm called extreme gradient boosting (XGBoost) is developed with various types of variables, including track characteristics (e.g. rail profile information, rail laid information), traffic-related information (e.g. gross tonnage recorded by time, number of passing cars), maintenance records (e.g. rail grinding and track ballast cleaning), and historical rail defect records. Area Under the Curve (AUC) is used as the evaluation metric to identify the prediction accuracy of developed machine learning model. The preliminary result shows that the AUC for one year of the XGBoost-based prediction model is 0.83, which is higher than two comparative models, logistic regression and random forests. Furthermore, the feature importance discloses that segment length, traffic tonnage, number of car passes, rail age, and the number of detected defects in the past six months have relatively greater importance for the prediction of broken rails. The prediction model and outcomes, along with future research in the relationship between broken rails and broken rail-caused derailment, can benefit railroad practical maintenance planning and capital planning.
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Jeong, David Y., and Pawel Woelke. "Probabilistic Fatigue Crack Growth of Detail Fractures in Different Rail Steels." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8077.

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Abstract The most common rail defect encountered in continuously welded rail is known as the detail fracture. The U.S. Department of Transportation, Federal Railroad Administration has sponsored and managed research over the past several decades to understand the structural integrity of rail in general, and the fatigue crack growth behavior of detail fractures in particular. Control of rail integrity and defect growth is conducted via periodic rail tests (i.e. inspections) to ensure that rail defects do not become large enough to cause rail failure. Moreover, federal regulations have been codified to establish a maximum interval between rail inspections based on the results of government-sponsored research. Over the past several decades, however, rail manufacturing has evolved and improved, particularly the head-hardening process to improve wear resistance. Propagation life of railroad rail was examined in previous research using fatigue crack growth data for non-head-hardened rail. Recently Thornton-Tomasetti conducted research, sponsored by FRA, to examine the fatigue crack growth behavior of modern rail steels (i.e. railroad rails with head-hardening). The initial results of the more recent research effort were reported in the 2019 Joint Rail Conference. In this paper, fatigue crack growth rate data generated for head-hardened rail are used to examine the fatigue crack growth life of detail fractures under nominal revenue service conditions. Moreover, this paper applies a probabilistic approach to estimate rail life to account for the inherent variability or scatter typically observed in fatigue crack growth rate data. Regression methods are employed to derive the parameters for the Walker crack growth rate equation, which are subsequently treated as correlated, multivariate, and normally distributed random variables. Data from four different rail steels are used in the regression analyses, which are referred to as: Advanced Head Hardened (AHH), Head Hardened (HH), Standard Strength (SS), and Colorado Fuel and Iron (CF&I). Monte Carlo simulations of fatigue growth of detail fractures are carried out to estimate fatigue life distributions for each of the different rails. The results from these four rail steels are compared to those based on the previous research for non-head-hardened rails. Implications of these comparisons on determining rail testing intervals are discussed.
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Jeong, David Y., Pawel B. Woelke, Herman F. Nied, John N. DuPont, Sena Kizildemir, Fred B. Fletcher, and John W. Hutchinson. "Defect Growth Characterization in Modern Rail Steels." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1265.

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The Federal Railroad Administration (FRA) has been sponsoring research on rail integrity for several decades. This research has been chiefly managed and conducted by the Volpe National Transportation Systems Center (Volpe). Particular focus has been given in this research to rail head defects, known as detail fractures, since they are the most commonly encountered defect in continuous welded rail track [1]. Testing and analyses have been performed on railroad rails manufactured without head hardening. Modern rail, however, are now heat treated during the manufacturing process to harden the rail surface to increase its resistance to wear. As such, the heat treatment and nonuniform cooling induce complex residual stress patterns in the rail that can affect microstructure and fatigue crack growth rate behavior. This paper will describe research to examine defect growth behavior of modern rail steels. This research is a collaboration among several organizations: Thornton-Tomasetti, Arcelor-Mittal, Lehigh University, Harvard University, National Institute of Standards and Technology (NIST), Fraunhofer Institute, and Volpe. Arcelor Mittal donated rails with different grades of steel: advanced head hardened, head hardened, and standard strength (i.e. non-head-hardened). Lehigh conducted laboratory tests on specimens cut from these rails to perform various tests, which include: hardness measurements, mechanical testing to measure tensile properties, fracture toughness measurements, and fatigue crack growth rate tests. All of these tests were performed in accordance with applicable ASTM International standards. NIST and Fraunhofer performed preliminary neutron diffraction measurements of residual stresses on the different rails. Moreover, this paper will present results from the laboratory testing program. Implications of these results on detail fracture growth behavior will also be discussed.
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Luck, Blain R., Gregory N. Vigilante, Christopher L. Ethier, Edward J. Troiano, Brian Marquis, Hailing Yu, and David Y. Jeong. "Railroad Rails Containing Electrode-Induced Pitting From Pressure Electric Welding." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6141.

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The Federal Railroad Administration (FRA) routinely conducts investigations of railroad accidents to determine causation and any contributing factors to help the railroad industry implement corrective measures that may prevent similar incidents in the future. Over the past decade, FRA has investigated multiple broken rail accidents in which fractures in the rail web were identified. The common features observed in the recovered rail fragments from these accidents included welds and spots or burn marks on the web, indicating that the rails were joined together by pressure electric welding. Pressure electric welding uses a welding head that clamps around two opposing rail ends, pressing an electrode on each rail, then hydraulically pulling the rail ends together while arcing current through the electrodes into the rails, causing them to essentially melt together to form a continuous rail. Based on the similarities observed in the web fractures, FRA rail integrity specialists hypothesized that stray (i.e. inadvertent and unwanted) arcing during pressure electric welding can result in the formation of burns or pits on the rail where it makes contact with the electrodes. Moreover, these electrode-induced pits behave as stress raisers (also referred to as stress concentrations). Fatigue cracks often develop at locations of stress concentration. Once a fatigue crack initiates, the localized stress encourages the growth of the crack, which may potentially lead to rail failure. This paper describes the forensic evaluations of three railroad rails containing electrode-induced pitting. These evaluations include: magnetic particle inspection to nondestructively detect cracks emanating from the pitting; fractography to study the fracture surfaces of the cracks; metallography to study the microstructure; analysis of chemical composition; and measurements of tensile mechanical properties and fracture toughness of rail steel. Moreover, the results of these evaluations confirm the hypothesis postulated by FRA that stray arcing during pressure electric welding can cause electrode-induced pitting.
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Khalsa, Manjit Singh, and Krishan Sabherwal. "Strategy for Mitigating AC Voltage on Light Rail Systems’ Interactions With Utility AC Power Distribution Systems." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5748.

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Light rail systems interact with utility AC power distribution systems in many areas where running rails run parallel to the utility AC power transmission and distribution lines. This interaction may produce a 60Hz voltage on the running rail relative to the earth, adjacent to that the running rail. Since the running rails on modern systems are reasonably well isolated, this can result in potentials that can cause significant AC voltage on the rail that can cause instrumentation problems and personnel safety issues working on right-of-way (ROW). This effect is generally seen in areas where electrical distribution lines (power lines) run parallel to the running rail. This paper will describe methodology used to mitigate the problems by selecting a suitable capacitor filter bank network that provides a highly conductive path for the induced AC voltages between the substation grounding grid and the running rail at the traction power substation location. The filter actually provides lower resistance to AC than the resistance to the ground, thus from an AC standpoint, the running rails are connected to the earth at that location. This drains much of the AC potential between running rail and the earth thus greatly lessening this potential even at significant distance from the substation. The filter network provides no path for DC current so it does not increase stray traction earth currents produced by rail drop voltage from an accelerating train. The adequate measurement and verification (M & V) techniques are adopted to achieve desired results. The paper describes a cost effective solution comprising of an RC network filter with NEMA 3R rating enclosure, along with monitoring devices for monitoring DC and AC voltages and currents at the negative rail. These devices are installed and tested to mitigate the stray current issues successfully at the Valley Transportation Authority’s (VTA) traction power substation #31.
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Myung, BaeYoung, WookSang Chang, and JF Studio. "Rail." In ACM SIGGRAPH ASIA 2010 Computer Animation Festival. New York, New York, USA: ACM Press, 2010. http://dx.doi.org/10.1145/1900264.1900281.

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Cabral, Bruno, Paulo Marques, and Luís Silva. "RAIL." In the 2005 ACM symposium. New York, New York, USA: ACM Press, 2005. http://dx.doi.org/10.1145/1066677.1066967.

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Reports on the topic "Rail"

1

Allwein, Gerard, and Ira S. Moskowitz. Double Rail Tests. Fort Belvoir, VA: Defense Technical Information Center, July 2009. http://dx.doi.org/10.21236/ada505365.

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2

Zimmerman, Jonathan, and Mattie Hensley. H2@Rail Workshop. Office of Scientific and Technical Information (OSTI), August 2019. http://dx.doi.org/10.2172/1763223.

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Author, Not Given. Preliminary rail access study. Office of Scientific and Technical Information (OSTI), January 1990. http://dx.doi.org/10.2172/137645.

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Alzoubi, M. F., G. R. Fenske, R. A. Erck, and A. S. Boparai. Top-of-Rail lubricant. Office of Scientific and Technical Information (OSTI), July 2000. http://dx.doi.org/10.2172/759093.

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Wang, Yao, Mirela D. Tumbeva, and Ashley P. Thrall. Evaluating Reserve Strength of Girder Bridges Due to Bridge Rail Load Shedding. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317308.

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This research experimentally and numerically evaluated the reserve strength of girder bridges due to bridge rail load shedding. The investigation included: (1) performing non-destructive field testing on two steel girder bridges and one prestressed concrete girder bridge, (2) developing validated finite element numerical models, and (3) performing parametric numerical investigations using the validated numerical modeling approach. Measured data indicated that intact, integral, reinforced concrete rails participate in carrying live load. Research results culminated in recommendations to evaluate the reserve strength of girder bridges due to the participation of the rail, as well as recommendations for bridge inspectors for evaluating steel girder bridges subjected to vehicular collision.
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Prater, Marvin, Daniel O'Neil, Jr., and Adam Sparger. State Grain Rail Statistical Summary. U.S. Dept. of Agriculture, Agricultural Marketing Service, June 2013. http://dx.doi.org/10.9752/ts066.06-2013.

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Electro-Motive. Common Rail Injection System Development. Office of Scientific and Technical Information (OSTI), December 2005. http://dx.doi.org/10.2172/970044.

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Wellborn Yates, Bess, Michelle Lee Delgado Wallace, and Sidney Buckingham. The Rail Park, Phase 1. Landscape Architecture Foundation, 2022. http://dx.doi.org/10.31353/cs1840.

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Author, Not Given. ARCIS (Advanced Rail Cargo Inspection System). Office of Scientific and Technical Information (OSTI), May 2018. http://dx.doi.org/10.2172/1483852.

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Kelly, J. E. 204-AR facility rail accident analysis. Office of Scientific and Technical Information (OSTI), September 1996. http://dx.doi.org/10.2172/658955.

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