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Roediger, David. "What if Labor Were Not White and Male? Recentering Working-Class History and Reconstructing Debate on the Unions and Race." International Labor and Working-Class History 51 (April 1997): 72–95. http://dx.doi.org/10.1017/s014754790000199x.
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During World War Two Alexander Saxton, the great historian of race and class, was a young activist working in the railroad industry. In a lengthy article for theDaily Workerhe caught the complexity of racial discrimination among railway unions. The brotherhoods which organized railroad labor inculded several unions which had historically established the worst records of attempting to enforce what one commentator called the “Nordic closed shop” in their crafts. By the time Saxton wrote, however, the railwayunions had joined in campaigns against the poll tax and against lynching. What they avoided was agitation against “alleged” racism in their own workplaces. When the Fair Employment Practices Committee canceled hearings inquiring into discrimination in railroad employment, the unions rejoiced. Their newspaper observed that in any case such hearings would be illegitimate if African Americans joined in the deliberations. “Thereshould be on the Committee,” according to Labor, “no representative of any race or special interest.” Saxton added, “Apparently white men belongto no race.”
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Grisinger, Joanna. "Law in Action: The Attorney General's Committee on Administrative Procedure." Journal of Policy History 20, no. 3 (July 2008): 379–418. http://dx.doi.org/10.1353/jph.0.0020.
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The story of American political development in the twentieth century is in no small part the story of administration. Administrative agencies, bureaus, and departments tasked with handling the work of the federal government had been a feature of governance since the early republic. With the creation of the Interstate Commerce Commission in 1887, however, administrative agencies and independent regulatory commissions began to proliferate across the federal landscape. By the end of the massive expansion of federal power that characterized the New Deal, Americans very much experienced government through their interactions with bureaucrats and with administrative boards. Individuals and businesses claimed benefits from the Railroad Retirement Board and Veterans Administration, defended themselves against claims of unfair competition before the Federal Trade Commission, requested permits from the Federal Alcohol Administration and the Federal Communications Commission, and sought to resolve labor disputes before the National Labor Relations Board.
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Conrad, Jerry, and Erin Norris. "Implementation & Application of PISCES." International Oil Spill Conference Proceedings 2017, no. 1 (May 1, 2017): 2017045. http://dx.doi.org/10.7901/2169-3358-2017.1.000045.
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PISCES is a software package used to simulate an oil spill under given environmental and atmospheric conditions. PISCES has several practical uses in planning and preparedness for a variety of purposes. This research was focused on simulating and then assessing booming strategies for railroad/waterway nexus points, as designated by USCG Sector Delaware Bay and the Area Committee. A large railroad spill incident is of high concern and planning priority within the region. Crude shipments by rail have increased drastically since 2008, and several refineries and terminals lie along the Delaware River and its tributaries. Starting in 2014, the USCG Sector Delaware Bay partnered with various regional agencies to identify railroad/waterway nexus points. This assessment helped to identify over 30 railroad nexus points in extremely sensitive areas. Booming strategies were then identified for these points. PISCES was implemented to test and provide evidence to prove the thought processes behind the booming strategies. In order to test these strategies, additional research was done to simulate statistically significant, and climatologically accurate spills in both the summer and winter seasons. Summer and winter were chosen to accurately represent a variety of conditions, which has implications on how the oil may react in the environment. In addition to assessing booming strategies, the accuracy of the PISCES model itself was tested. Two specific incidents were modeled and evaluated: a January 2016 diesel spill along the Schuylkill River, and the Wild Cosmos Bunker C fuel oil - #6 spill in the Wilmington, DE area in March of 2015. Research concluded that the model does provide a strong basis for assessing booming strategies. Additionally, PISCES has future uses in planning and exercise for scenarios like railroad incidents, which still have little data known that would be practical in response and clean-up operations. Additional planning uses could be done on a multi-agency and multi-jurisdictional scale for not only environmental assessment and mitigation from potential spill impacts, but for exercise & strategic stockpiling as well.
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Zakharova, I. Y. "RESTORATION OF RAILWAY TRANSPORT IN KUBAN DURING THE POSTOCCUPATIONAL PERIOD OF 1943." Scientific bulletin of the Southern Institute of Management, no. 3 (September 30, 2017): 100–105. http://dx.doi.org/10.31775/2305-3100-2017-3-100-105.
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In article restoration of railway infrastructure after release of the territory of Krasnodar Krai from the German occupation is considered. The author determined scales of corruptings of a transport component, the reasons requiring the immediate organization of operations for restoration of railway transport are established. Exposures from the minutes of regional committee of the All-Union Communist Party (bolsheviks), reports of the persons responsible for carrying out recovery work in which periods and the directions and actions for repair of railroad tracks, bridges, stations are marked are given in article; shortcomings are specified and the reasons of lowering of rates of operations are established. In article launch of the first trains in the territory of Krasnodar Krai, after release from the German invaders is chronologically considered. Importance and efficiency of reviewing of the questions connected to supplies of equipment and building materials, restoration of the Tikhoretsk locomotive-repair plant evacuated in Tbilisi is shown. The author showed heroic work of the population on restoration of railway communication in the territory of Kuban: in July, 1943 community work days in which families of railroad workers, collective farmers, citizens participated are organized. Dedicated work allowed branch to quit on the advanced boundaries on rates of restoration. In the documents provided in article difficult material living conditions in which there were railroad workers were marked. This problem was solved due to the brotherly help of the Transcaucasian federal republics (The Georgian SSR, the Armenian Soviet Socialist Republic and the Azerbaijani SSR). Deliveries of suits, linen, mittens, women’s and men’s shoes were realized.
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Dong, Hairong, and Clive Roberts. "ITSS Technical Activities Spotlight: Getting to Know the Railroad Systems and Applications Technical Committee [Technical Activities]." IEEE Intelligent Transportation Systems Magazine 10, no. 2 (2018): 208. http://dx.doi.org/10.1109/mits.2018.2811445.
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Burkholder, Anna, and Yvonne Addassi. "Geographic Response Plans: Preparing for Inland Oil Spills in California Waterways." International Oil Spill Conference Proceedings 2017, no. 1 (May 1, 2017): 2017419. http://dx.doi.org/10.7901/2169-3358-2017.1.000419.
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California emergency regulations governing the development of oil spill contingency plans and financial responsibility for inland facilities, pipelines, refineries and railroads became effective in 2015, with final regulation adoption scheduled for the fall of 2016. With the California Department of Fish and Wildlife's (CDFW) Office of Spill Prevention and Response's (OSPR) authority for oil spill prevention, preparedness, and response being extended to inland waters of the State, the need to develop Geographic Response Plans (GRP) for sensitive watersheds having relatively high oil spill risk has become a top priority. Previously developed GRPs in California have focused on waterways shared with Nevada and have not considered oil spill response, per se. Given the successful history with developing, implementing, and maintaining the California marine Area Contingency Plans (ACP), OSPR intends to implement a similarly effective GRP program. GRP's will be driven primarily by access to sites along river systems and lakes where response activities are feasible. Current efforts are underway to complete a Feather River GRP. The Feather River GRP has been vetted through the regional Local Emergency Planning Committee (LEPC) which is comprised of first responders, railroad representatives, and federal, State, and local government agencies. The process of developing GRP's for the State will consist of: 1) developing a consistent framework based on the Feather River GRP, as well as previously developed GRPs; 2) implementing a Statewide GRP Steering Committee; 3) developing partnerships with industry representatives, and federal, State and local agencies, including first responders (LEPC's and others) to ensure critical local expertise and information is incorporated. With the emerging trend of oil by rail transportation, historical spill threats from other sources, and the promulgation of emergency regulations extending OSPR's oil spill preparedness activities to inland waters, the development of GRP's for at-risk watersheds is critical. The purpose of this poster is to provide an overview of the efforts to produce GRP's to provide oil spill response strategies for inland waters Statewide.
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Beal Partyka, Raul, Marina Gama, Jeferson Lana, and Rosilene Marcon. "Indigenous activism debut in Brazil: the case of Rumo." Emerald Emerging Markets Case Studies 13, no. 3 (October 20, 2023): 1–28. http://dx.doi.org/10.1108/eemcs-09-2022-0313.
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Learning outcomes By the end of the case study discussion, it is expected that students will have learned to assess what makes it likely that firms will respond to episodes of stakeholder activism; establish the interplay between nonmarket strategies and corporate governance mechanisms in assessing shareholder activism; explain about the board of directors as a corporate governance mechanism; evaluate the threats of nonmarket dimensions as a strategic response from the board; and understand the impact and increasing power of shareholders over board decisions. Case overview/synopsis In April 2019, to pressure Rumo S.A. regarding the duplication of the Itirapina–Cubatão railroad, indigenous peoples from 12 São Paulo villages bought six Rumo shares, which were quoted on Tuesday, April 23, 2019, at around BRL17 each. Duplication of the railroad started in 2011 and affected the lives of the Indians. The company promised to implement more than 100 improvements to the villages, but as of 2019, half of the improvements were at a standstill. After buying enough shares to entitle them to participate in the annual general meeting (AGM) of shareholders, the Indians went to Rumo’s AGM to voice their concerns and show how the villages had been affected. It was the audit committee that needed to discuss and solve the case of the indigenous peoples. What steps would Rumo take next? What was the best thing to do with regard to the claims of the Indians? This case shows the start of corporate activism in Brazil. This case reports the dilemma that Rumo faced with the indigenous activism at the beginning of 2019 because of the expansion of their railroad network across indigenous lands. Complexity academic level This case is suited for a class in which the students are exposed to a corporate governance framework and internal and external governance mechanisms. The case can be applied at the graduate and executive levels in relevant courses such as corporate governance, corporate responsibility, strategic management, and the stock market. Supplementary material Teaching notes are available for educators only. Subject code CSS 11: Strategy.
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Diemer, Andrew. "The Business of the Road: William Still, the Vigilance Committee, and the Management of the Underground Railroad." Journal of the Early Republic 42, no. 1 (2022): 83–113. http://dx.doi.org/10.1353/jer.2022.0019.
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McGowan, Greg, Michael Algots, and Josh Gravenmier. "Inland Geographic Response Plan (GRP) for Complex, Variable, Limited Access River Settings." International Oil Spill Conference Proceedings 2017, no. 1 (May 1, 2017): 1784–94. http://dx.doi.org/10.7901/2169-3358-2017.1.1784.
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ABSTRACT 2017-427 Geographic Response Plans (GRPs) are a key tool in response preparedness, but are limited in inland settings, especially in remote areas. Development of a GRP for 200 miles of the Feather River in California required consideration of highly variable seasonal flow conditions, extremely limited access, and numerous sensitive ecological and cultural resources. This setting required adjustments to the typical prioritization of GRP response strategies based on the sensitivity of potentially exposed resources at risk, and instead increased focus on access and infrastructure locations in relation to natural and man-made collection areas. With a highway on one side of the steep-walled canyon, and a state-designated “high-hazard area” for the railroad line on the other, the GRP also needed to consider a wide variety of potentially released material types and source points. The scoping and GRP development was led by a steering committee including the Union Pacific Railroad and BNSF Railway, the U.S. EPA (Region 9), CA Department of Fish and Wildlife Office of Oil Spill Prevention and Response (OSPR), ARCADIS, and numerous regional and local organizations as well as response contractors. The resulting GRP is a pragmatic document that provides critical response information to optimize the efficiency and effectiveness of the first 24 – 48 hours of incident response in this challenging environment. This paper discusses the challenges faced and the resultant strategic measures addressing limited access, fast-water booming, resource mapping, and other critical planning parameters to develop a pragmatic and effective GRP.
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Wood, Andrew Grant. "Introducing La Reina Del Carnaval: Public Celebration and Postrevolutionary Discourse in Veracruz, Mexico." Americas 60, no. 1 (July 2003): 87–107. http://dx.doi.org/10.1353/tam.2003.0090.
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Following the revolution of 1910-1917, a new era took shape in the port of Veracruz, Mexico as residents (porteños) took to a variety of recreational pursuits that included baseball, social dances and, increasingly, film. No one activity proved more significant, however, than the revival of Carnival in 1925. That year, members of the Veracruz railroad workers union (Alianza de Ferrocarrileros) along with a coordinating committee made up of representatives from various community associations organized the first public celebration of Carnival in nearly five decades. Assembling just outside the union hall on the afternoon of Saturday February 21, 1925, hundreds joined in an afternoon parade that circulated through the central city. Carrying assorted musical instruments and noisemaking gadgets, an enthusiastic throng engaged in a hunt to capture a ritualistic “enemy of the people” known as Mal Humor. After members of the procession seized their prey, a tribunal headed by King Juan Carnaval tried the offender and sentenced him to death.
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Nacar, Can. "Negotiating railroad safety in the late Ottoman Empire: The state, railroad companies, trainmen, and trespassers." New Perspectives on Turkey 60 (May 2019): 61–84. http://dx.doi.org/10.1017/npt.2019.5.
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AbstractThis study examines different approaches taken in the late Ottoman Empire to deal with the risks and dangers posed by railroads. Like its counterparts in Europe and the United States, the Ottoman state actively sought to protect individuals against railroad risks. For this purpose, it mandated the use of certain devices meant to facilitate the safe flow of railroad traffic and introduced measures that aimed to discipline railroaders and pedestrians into behaving appropriately. However, the state was not the only actor that struggled to address railroad risks. Railroad companies, primarily to advance their economic interests, incorporated technologies that considerably reduced the risk of collisions. Yet economic concerns also sometimes hampered investments in railroad safety. For instance, the manner in which trespassing cases were handled by accident investigation committees and courts allowed the companies to avoid their obligations with respect to fencing around railroad tracks. As a result, it was easy for pedestrians to use tracks near their homes and workplaces as pathways. Finally, the article also shows that in performing their duties, trainmen enjoyed considerable freedom from control by railroad managers. This freedom was further reinforced by the shortage of experienced and skilled labor in the Ottoman railroad industry.
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Jeon, Jong Han. "A Study on the Improvement of Naming Standards of Korean Railway Lines and Stations." Institute For Kyeongki Cultural Studies 44, no. 2 (December 31, 2023): 65–92. http://dx.doi.org/10.26426/kcs.2023.44.2.65.
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Railroad lines and stations are not just physical spaces, but representations of local and regional identities, geographic information for social information communication, and important operational tools related to safety and speed for facility management and operators. Frequent complaints over the recent establishment of railway station names not only show public interest in railroad-related nominations, but also call for efforts for standardization of geographical names and rational improvement of route names and station names based on the establishment of standards. The researcher diagnosed the limitations and development tasks of the current guidelines based on the principles and recommendations of the UN Group of Experts on Geographical Names and the National Geographical Name Committee based on the correct terminology based on the law and the clarification of key concepts open to implicit interpretation, and proposed ways to improve the standards for establishing railway line names and station names. The improvement measures are summarized as follows. First, the naming of the railway lines follows the combination of the representative administrative name of the departure area and the destination area. However, along with these official line names, facility managers and operators can use the name of the station by naming method using the railway line type classification system or a combination of alphabets and Arabic numbers to promote the safety and speed of management and operation. Second, the naming of a station uses only the name of the representative administrative district where the station building is located. In a station building that spans two or more administrative districts, two or more administrative names can be consecutively used to those naming, but in this case, the name of the administrative district corresponding to the representative address shall be prioritized. Third, other improvements include the following: In principle, the standards for naming of railway lines and stations to be improved in the future should not be applied retroactively, the revision of the station name once rejected should not be allowed to be re-appointed as a future agenda, and caution against social exclusion, such as nominations for specific persons or commercial purposes, or names that can be linked to the economic interests of specific subjects.
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Yanchenko, D. G. "The Amur Expedition and the Committee for the Settlement of the Far East in the Agenda of the Russian Council of Ministers under P. A. Stolypin." Modern History of Russia 13, no. 1 (2023): 56–75. http://dx.doi.org/10.21638/spbu24.2023.104.
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The defeat in the Russo-Japanese War forced the Russian authorities to change their strategy: instead of territorial expansion, the main task was to settle the Russian-speaking population in the Russian Far East and to ensure the border area security. For this purpose, large infrastructure projects were financed from the state budget during the interwar period. One of the most famous was the Amur railroad, the construction of which, as in the case with the Trans-Siberian Railway, significantly accelerated the colonization of the vast but sparsely populated territories of the Amur Region. In official publications and government discussions, the role of the road was associated not only with the achievement of military and strategic goals, but also with the economic development of Siberia and the Far East as a whole. At the same time, the establishment of a coordinating center for Far Eastern colonization became urgent in view of a large-scale attempt to solve the agrarian question in Central Russia. Participation of the members of the unified Government — the Council of Ministers — in the development of these measures implied taking into account all inter-agency interests. At the end of 1908, the Chairman of the Council of Ministers could only formulate general wishes on the organization of theoretical (scientific work) and practical (resettlement) aspects in the Far East. These proposals did not consider the specifics of lawmaking in the Duma monarchy. Attempts of the Main Administration for Land Management and Agriculture headed by A. V. Krivoshein to monopolize the subject of resettlement encountered sharp opposition from the most influential part of the government. The decision taken in 1909 to establish the Committee on the settlement of the Far East and to organize the Amur expedition was a compromise which was not predetermined by P. A. Stolypin’s original plans.
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Wiss, Ronald A., Richard T. Roberts, and S. David Phraner. "Beyond Design-Build-Operate-Maintain: New Partnership Approach Toward Fixed Guideway Transit Projects." Transportation Research Record: Journal of the Transportation Research Board 1704, no. 1 (January 2000): 13–18. http://dx.doi.org/10.3141/1704-03.
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New methods of contractor procurement and project development are evolving. From turnkey to the latest design-build-operate-maintain (DBOM) processes, this evolution focuses on reducing costs, shortening project duration, and better allocating risk among private and public participants. One of the newest developments in the evolving DBOM procurement process is described. The process is being developed and refined in several projects in New Jersey. This new approach is a major change in project initiation and motivation—a more bottom-up, decentralized project development and implementation process. Beginning as a public-private partnership bill (A-2560) in New Jersey’s statehouse, as an effort to quickly advance a wide array of transportation initiatives, the new procurement process modified the state transportation statute to encourage more initiative and participation by the private sector in transportation projects. In consultation with private-sector interests, rail transit operators, and New Jersey Department of Transportation (NJDOT) leaders, the chairman of the Assembly Transportation Committee crafted the bill. After approval by both houses and signature by the governor, the new statute was used to solicite project proposals. Various consortia responded, representing 13 initiatives, two of which are considered rail transit new starts. The North Jersey Rapid Rail (NJRR) proposal, as a case study, demonstrates how the bottom-up, “beyond DBOM” process is working. NJRR is an initiative of a consultant-contractor consortium working with two transit-dependent counties (Bergen and Passaic) and NJDOT. A freight railroad is part of the team. The initiative is a devolution of risk and responsibility to a more local level and a reversion to earlier private partnerships. During the first half of the 20th century, most of the rail transit infrastructure in North America was designed built, operated, and maintained efficiently by private-sector consortia consisting of finance, transit operating, utility, and construction interests. From the vantage point of one millennium ending and a new one beginning, this research is retrospective as well as futuristic.
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Manyuk, Volodymyr V. "Geological heritage of Valerian Domger in the Middle Dnipro Region." Journal of Geology, Geography and Geoecology 32, no. 1 (April 9, 2023): 138–52. http://dx.doi.org/10.15421/112314.
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The paper looks at the significance of the scientfic geological studies of the famous geologist Valerian Domger and their importance for the development of geotourism in the region and Ukraine in general. We analyzed his works in the historical aspect from the beginning of his work as a geological practitioner to his becoming a reseracher of stratigraphy, paleontology and lithology of sedimentary deposits and geology of Precambrian formations of the Ukrainian Shield. We focused on the geological routes he took when travelling along the lines of railroad construction, including Orenburg, Ural, Mariupol (Donetsk) and Katerynoslav, analyzing the conclusions on the structures of those territories, as well as perspectives of finding natural resources in them. We characterized the most important routes V. Domger travelled when he was conducting geological surveys of the 47th sheet of the ten-versta map on the area of about 13 thou versts in Verhniodniprovsk and Katerynoslav powiets of Katerynoslav governorate, and also Kherson and Oleksandria powiets of Kherson governorate, which led to his most notable discoveries, namely the Nikopol deposits of manganese ores, a unique location of the Mandrykivka fossil fauna of the Upper Eocene and others. The achievements of V. Domger as a paleontologist were ahead of his time and – despite attempts of some notable researchers to refute the Late Eocene age of the Mandrykivka layers, the first identifications of the researcher were accurate and have been convingcingly confirmed by modernday studies. Despite their high popularity, the layers had no status in the stratigraphic resarch until 2000. The Commission of the Stratigraphic Classification and Nomenclature of National Stratigraphy Committee of Ukraine had examined the application from the author of this article regarding the Mandrykivka layers and recognized them as an individual stratigraphic unit (layers with a geographic name). For the first time, we noted the importance of the V. Domger’s routes and the outcrops he described when creating the data base of those geological heritage objects, their further inclusion to the Nature-Protection Fund of Ukraine and their use in the development of the region’s geotourism.
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Kanagawa, Y. "P3048 Establishment of "the Guideline Committee about a Railroad Driver's Medicine Aptitude Test"(Poster Presentation,Occupational Health in the Age of Decentralization Reform in Japan,The 79th Annual Meeting of Japan Society for Occupational Health)." SANGYO EISEIGAKU ZASSHI 48, Special (2006): 804. http://dx.doi.org/10.1539/sangyoeisei.kj00004429931.
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Filippova, Tatyana P., and Nina G. Lisevich. "Studies of Permafrost in the European Northeast of Russia in the First Half of the 20th Century." Vestnik Tomskogo gosudarstvennogo universiteta, no. 460 (2020): 173–81. http://dx.doi.org/10.17223/15617793/460/21.
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On the basis of a wide range of sources, the research analyzes the history of the study of permafrost in the territory of the European Northeast of Russia in the first half of the 20th century. The documentary sources revealed in the Archive of the Russian Academy of Sciences (Moscow), the National Archive of the Komi Republic (Syktyvkar), the Scientific Archive of the Komi Science Center of the Ural Branch of the Russian Academy of Sciences (Syktyvkar), the Vorkuta Museum and Exhibition Center (Vorkuta) are introduced into the scientific use for the first time. The 1920s became the period of the birth of a new scientific direction – permafrostology. This science gave an impetus to the systematic study and development of the North and the Arctic. The beginning of systematic geocryologic studies was connected with the development of the European Northeast in the 1920s–1930s. It has been determined that the USSR Academy of Sciences played the leading role in carrying out these studies: it organized special scientific expeditions for studying the cryolithozone of this region. The main results of the studies and their motives interconnected with the government’s interests in the development of valuable northern mineral resources are shown. The results of the expeditions were conclusions about the possibility of constructing large industrial facilities in the regions of the explored reserves of natural raw material resources. Following scientists’ recommendation, the industrial development of the Pechora coal basin and the colonization of the polar region began. The climatic and natural features of the region demanded stationary scientific research in the field of design and construction. The Vorkuta Research Permafrost Station (VRPS) (1936–1958), created under the supervision of the USSR Academy of Sciences, began to carry out this research. Today, the history of this station’s activities is poorly studied. The article presents the main directions of VRPS research: engineering permafrostology and general issues of permafrost studies. The staff of the station were researchers of the Committee on Permafrost Studies of the USSR Academy of Sciences and scientists from among prisoners of GULAG. The role of the staff who made a great contribution to permafrost studies is shown. Under the leadership of the scientists of the station, on the basis of their techniques, large industrial structures of Vorkuta District and Vorkuta, among them the first railroad in the conditions of permafrost, were designed. The conclusion is drawn on the leading role of scientists of the USSR Academy of Sciences in carrying out studies of permafrost soil in the European Northeast in the first half of the 20th century which became the basis in the successful solution of construction problems in the Arctic territory.
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Taleb, Yassine, Roa Lamrani, and Ahmed Abbou. "Measurement and Evaluation of Voltage Unbalance in 2 × 25 kV 50 Hz High-Speed Trains Using Variable Integration Period." Electricity 5, no. 1 (March 12, 2024): 154–73. http://dx.doi.org/10.3390/electricity5010009.
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This article addresses the need for a standardized method to measure power quality in railroad systems, which differ from distribution and transmission networks. It evaluates the applicability of existing standards in detecting variations and short-term disturbances in railroad networks powered by the 50/60 Hz AC grid or the 2 × 25 kV AC network used for high-speed trains. The objective is to propose a standardized algorithm capable of accurately identifying disturbances to assess power quality on railway traction substations. A new method is proposed to characterize voltage imbalances more precisely. Practical demonstrations confirm that a short integration period, as used in existing standards, provides a more accurate estimation of disturbance amplitude and duration. Field experiments validate the proposed solution, embedded in equipment installed on the 225 kV line supplying the 2 × 25 kV AC substation for high-speed rail. Comparative analysis of results obtained during high-speed train journeys confirms the algorithm’s potential to aid standards committees in reviewing and updating existing standards, as well as expediting the creation, approval, and implementation of new standards for railway installations. Experimental comparisons of other power quality parameters, such as frequency and voltage harmonics, also underscore the algorithm’s utility in railway power quality assessment.
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Berk, Gerald. "Constituting Corporations and Markets: Railroads in Gilded Age Politics." Studies in American Political Development 4 (1990): 130–68. http://dx.doi.org/10.1017/s0898588x00000912.
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In 1884, a committee of dissenting bondholders for the Wabash, St. Louis and Pacific Railway entered a federal district court in Illinois to complain that St. Louis Federal Judge David Brewer had, at the request of the notorious robber baron, Jay Gould, thrown the road into receivership prior to default. Judge Walter Gresham (whom the Populists would try to recruit for their 1892 presidential candidate) listened sympathetically and put the eastern division of the road into a separate receivership. For the time being, a key link, in Gould's national system was broken in two. Soon, however, the courts and bondholders capitulated, and Gould succeeded, at the expense of the sanctity of property and contract, in revolutionizing the corporate doctrine of receiverships to assimilate huge national systems.
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Bredthauer, William G., and Shawna Snellgrove Rinehart. "Ownership and Leasing of Minerals Under Highways and Right-Of-Ways." Texas Wesleyan Law Review 16, no. 1 (October 2009): 3–15. http://dx.doi.org/10.37419/twlr.v16.i1.2.
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The recent increase in urban drilling has raised several issues for oil and gas operators, one of which is the ownership of minerals under roads, easements, and other strips of land. Although the task of determining such ownership is far from new to operators, the increase in urban drilling and the drilling of horizontal, rather than vertical, wells has certainly made it more onerous. No matter how difficult it is to determine the mineral ownership, it must be completed if an operator is planning to drill under or within 330 feet of the tract. Attorneys and operators need to remember the strips of land are separate tracts of land and must be identified as such when applying for well permits. If an operator drills under a road that is not leased, then a trespass has been committed. At that point, the permit obtained by the operator may be invalid and the Railroad Commission could possibly shut-in the well. Regardless of whether the strip is a road, highway, railroad, or utility easement, ownership of the minerals can be determined through a two-step process: (1) identify how the strip was created and the resulting estate, and (2) determine the effect of subsequent conveyances of the strip and property adjacent thereto. Although this process can be used on all strips of land, regardless of their nature, this paper focuses mainly on roads for the sake of simplicity.
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Anderson, Kirsten, Kevin Hale, Thomas Festa, Dennis Farrar, Kyle Kolwaite, Scott Stanton, Peter Alberti, et al. "New York State's Inland Geographic Response Plans." International Oil Spill Conference Proceedings 2017, no. 1 (May 1, 2017): 2017117. http://dx.doi.org/10.7901/2169-3358-2017.1.000117.
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Geographic Response Plans (GRPs) are location-specific plans developed to provide guidance for oil spill responses throughout the United States. Until recently, the majority of crude oil transportation in the United States has occurred via waterways on oil tankers and barges, therefore, most existing GRPs focus on the protection of sensitive biological resources and socio-economic features in near shore environments. The recent development of crude oil extraction from the Bakken formation has resulted in a significant increase in the volume of crude oil being transported via railroads and pipelines and has highlighted the need for inland response planning. Rail cars transporting the volatile and flammable Bakken crude oil now traverse more than 850 miles of New York State on two major Class 1 Railroads. In response, Executive Order 125 was issued by the governor directing state agencies to strengthen the state's preparedness for incidents involving crude oil transportation. New York State's (NYS) Department of Environmental Conservation (DEC), in collaboration with the Department of Homeland Security & Emergency Services and Department of Health, are leading a multi-stakeholder effort to develop Inland GRPs for the 21 NYS counties currently impacted by crude-by-rail transportation. County steering committees were established consisting primarily of local first response agencies, as well as their state and federal partners. Utilizing Sensitive Resource Maps developed by DEC, coupled with the local steering committee input, location-specific response plans were drafted, reviewed, and set as final working “evergreen” documents, which are open for update/refinement at any time in the future. The NYSDEC GRPs are similar to typical GRPs in that they are map-based, location-specific contingency plans that outline response strategies for the protection of sensitive resources. However, the NYSDEC GRPs differ from traditional GRPs in several ways. They extend contingency planning to cover spills on land, in addition to surface water-based spills. Due to the flammability of Bakken crude oil, much more emphasis is placed on the fire risks associated with a train derailment. This is done by mapping sensitive human receptors (e.g., schools, daycare centers, assisted living centers, etc.), critical infrastructure, and identifying fire (and vapor) suppression assets. The NYSDEC GRPs also place more emphasis on the initial response options available to local first responders, options that can be implemented before other response assets may arrive on-scene (State, Federal, and RP). This presentation will discuss the development, structure, proposed implementation, training and exercises associated with this ongoing program.
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Ong, Cindy, Kurt Thome, Uta Heiden, Jeff Czapla-Myers, and Andreas Mueller. "Reflectance-Based Imaging Spectrometer Error Budget Field Practicum at the Railroad Valley Test Site, Nevada [Technical Committees]." IEEE Geoscience and Remote Sensing Magazine 6, no. 3 (September 2018): 111–15. http://dx.doi.org/10.1109/mgrs.2018.2841934.
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Mantuano, Thiago. "Gamboa maritime station: between railway expansion and port improvements in Imperial Rio de Janeiro (1876-1883)." Revista de História, no. 183 (May 6, 2024): 1–36. http://dx.doi.org/10.11606/issn.2316-9141.rh.2024.213518.
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At a time when railroads were expanding, widespread steam navigation and the functioning of ports were questioned throughout the country, providing Rio de Janeiro with an infrastructure capable of integrating these modes became an aspiration of the ruling classes. Only in this specific context could the idea of a Maritime Station in the Court of the Empire come to fruition. There was no precedent for the efforts and resources committed, both by the imperial government and by the largest Brazilian company – the Estrada de Ferro Dom Pedro II. Objective, in this paper, to demonstrate the creation of the Maritime Station of Gamboa as a unified solution to contemplate complex changes and resolve problems of different origins, raising overwhelming action for the preparation and execution of its construction (1876-1883). The investigation was carried out in government and company sources and in publications not related to the promoters of the work.
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Abrinawaty, Andi, Baso Madiong, and Yulia A. Hasan. "ANALISIS HUKUM PENGADAAN TANAH UNTUK PEMBANGUNAN JALAN REL KERETA API DI KABUPATEN PANGKAJENE DAN KEPULAUAN." Indonesian Journal of Legality of Law 5, no. 1 (December 30, 2022): 83–91. http://dx.doi.org/10.35965/ijlf.v5i1.1913.
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Penelitian ini bertujuan untuk mengetahui proses penyelenggaraan pengadaan tanah untuk pembangunan jalur rel kereta api, serta mengetahui kendala yang menghambat pelaksanaan pengadaan tanah untuk pembangunan jalur rel kereta api di Kabupaten Pangkajene dan Kepulauan. Penelitian ini dilakukan dengan metode pendekatan per-undang-undangan (statute approach) serta penelitian empiris (empirical legal research). Hasil penelitian menunjukkan bahwa penyelenggaraan pengadaan tanah telah diatur secara jelas dengan ketentuan hukum yang berlaku yakni Undang-Undang Nomor 2 Tahun 2012, serta Peraturan Presiden Republik Indonesia Nomor 148 Tahun 2015 perubahan atas Peraturan Presiden Nomor 71 tahun 2012. Menurut pengaturan tersebut diberlakukan mekanisme konsinyasi, yang dilaksanakan oleh Pengadilan Negeri Kabupaten Pangkajene dan Kepulauan, sehingga dapat memberikan kepastian hukum terhadap pelaksanaan pengadaan tanah. Kendala yang menghambat Pelaksanaan Pengadaan Tanah di Kabupaten Pangkajene dan Kepulauan yang disebabkan oleh beberapa faktor diantaranya: 1). Konsinyasi terkait ganti rugi yang masih dalam penangguhan oleh Pengadilan Negeri, 2). Kurangnya pengetahuan tenaga lokal dari Panitia Pengadaan Tanah (P2T) dalam melaksanakan efektivitas program pelaksanaan Pengadaan Tanah, serta 3). Minimnya konsultasi publik terhadap masyarakat dalam pelaksanaan pengadaan tanah This study aims to determine the process of land acquisition for the construction of railroads, as well as to find out the obstacles that hinder the implementation of land acquisition for the construction of railroads in Pangkajene and Islands Regencies. This research was conducted using a statutory approach and empirical legal research. The results of the study show that the implementation of land acquisition has been clearly regulated with applicable legal provisions, namely Law Number 2 of 2012, as well as Presidential Regulation of the Republic of Indonesia Number 148 of 2015 amendments to Presidential Regulation Number 71 of 2012. According to these regulations, a consignment mechanism is applied, carried out by the District Court of Pangkajene and Islands Regency, so as to provide legal certainty for the implementation of land acquisition. Obstacles that hinder the implementation of land acquisition in Pangkajene and Islands Regency are caused by several factors including: 1). Consignment related to compensation that is still pending by the District Court, 2). Lack of knowledge of local personnel from the Land Procurement Committee (P2T) in implementing the effectiveness of the Land Acquisition implementation program, and 3). The lack of public consultation with the community in the implementation of land acquisition.
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Huk, Mariia. "UKRAINIAN WOMEN DURING WORLD WAR I AS PRESENTED IN MODERN DAY THESIS STUDIES." Journal of Ukrainian History, no. 39 (2019): 104–13. http://dx.doi.org/10.17721/2522-4611.2019.39.13.
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The paper discusses the development trends of the available thesis studies, which fully discuss the participation of women in the times of World War I. The methodological basis of the paper is formed by general scientific and special historical methods of logical and historiographical analysis.The papers for analysis reveal the history of women in two hostilestates, namelythe Russian and Austro-Hungarian Empires. It has been determined that there have beenwritten just a few thesis paperson gender-based issuesof the period of World War I. This is currently a developing. The available studies have demonstrated that the history of women during World War I has been generally explored in the context of acts of charity and solving the everyday issues of the war-engulfed towns. It has been proven that women did not occupy a passive position in the times of war. On the contrary, they took it upon themselves to aid as much as possible and performed the generally attributed “male” functions. The scholars are unanimous in their claims that World War I challenged the society's viewpointas to the status of women. The woman was forced to run her own household and at the same timebe the breadwinner for the family. Society did not condemn such zest, but on the contrary, encouraged women's work. Women began to master new professions, which previously were considered fit only for males. A woman working at the factory, or the railroad has become a commonplace phenomenon. Business ownersused this to their own benefit. Women were paid much less than men, allowing owners to save a substantial amount. Most women distinguished themselves by doing charity. Here, theywere able to show their talents and abilities most. Women of the royal family, nobility, the intellectual elite, and peasantry worked side by side for the benefit of their own military, wounded, and refugees. «Women's Committees» took over the guardianship of families that moved and lost almost everything; took care of the children left without parents, and women who lost their husbands. These committees watched over the production of clothes for the army and refugees, collected funds for pharmaceuticals for various medical institutions. Hospitals, shelters, dormitories had their own female guardian, who saw to the order and life of these «wards». At the front lines, in hospitals, in the places of refugee dislocations they helped with the functioning of the Russian Red Cross Society. The latter attracted not only experienced nurses, but also prepared and conducted training for all those interested. The Russian Red Cross Society had its own affiliations work closely with the local women's committees, opened refugee stations, created points of evacuation, collected funds for various needs, organized charity events. Some women scoured the front lines and defended their Fatherland. The scholars provide data on 37 women which served their country at the front lines as part of the medical teams. Among them were Elena Stepaniv, Sofia Galechko and many others. Whereas Evdokiya Chernyavskya from Odessa disguised herself as a man and went to serve in the Russian military. The focus on specific aspects of World War I allowed to reveal the other side of war, showing that it was not only a males bidding. Women did not stay aloof. Historysaw to it that women were represented both as certain communities the, women's organizations, society, committees and also the contributions of each and every individual. Yelizaveta Volodymyrivna, Efrosynia Mykolayivna, Olga Tereshchenko, Varvara Khannenko, Duchess M.O. Svyatopolk-Mirsky, Countess Tolstaya, Princess Demidova San Donato, Princess Branycka, Elyzaveta, and Vira Lopukhin-Demidov were unveiled as well-known philanthropists.They opened hospitalsin their estates,and workshops for the manufacture of medical instruments. At their own expense they tended to the wounded, and if it was necessary, helped out themselves in hospitals. The analysis of the available thesis papers has shown that it is necessary to conduct a historical analysis on the role ofwomen during World War I. Many issues have remained unpublished, thus there are many possibilities for further research.
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Hull, James. "Labouring on the EdgeCAPITALISM COMES TO THE BACKCOUNTRY. Bryan D. Palmer. Toronto: Between the Lines, 1994. viii+180 pp.HARD LESSONS. (Eds.) Mercedes Steedman et al. Toronto: Dundurn Press, 1995. ix+325 pp.WORKERS’ CONTROL ON THE RAILROAD: A PRACTICAL EXAMPLE “RIGHT UNDER YOUR NOSE.” R.E. Morgan edited by G.R. Pool and D.J. Young. St. John’s: Canadian Committee on Labour History, 1994. 203 pp.FRONTIER DEVELOPMENT: LAND, LABOUR AND CAPITAL ON THE WHEATLANDS OF ARGENTINA AND CANADA: 1890-1914. Jeremy Adelman. Oxford: OUP, 1994. xvi+322 pp.ART AND WORK: A SOCIAL HISTORY OF LABOUR IN THE CANADIAN GRAPHIC ARTS INDUSTRY TO THE 1940s. Angela E. Davis. Montreal and Kingston: McGill-Queen’s University Press, 1995. viii+l87 pp." Journal of Canadian Studies 32, no. 2 (May 1997): 195–201. http://dx.doi.org/10.3138/jcs.32.2.195.
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Ongarbaev, N. Kh. "Proposals for Legislative Solutions to the Problems of Bird Deaths on Overhead Power Lines in Kazakhstan." Raptors Conservation, no. 2 (2023): 395–99. http://dx.doi.org/10.19074/1814-8654-2023-2-395-399.
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The problems of bird deaths on overhead power lines (PLs) have been studied by experts for many years and have now been examined enough to make basic conclusions about the causes of their deaths and possible ways of solving this problem. It is no secret that PLs that are dangerous to birds cause the greatest damage to migrating and/or nomadic birds. Thus, the states that have not solved the issues of mass deaths of birds on OPLs in their countries, in fact, violate the provisions of the international convention on the conservation of migratory species of wild animals (Bonn Convention or CMS), if they have acceded to this convention. The Republic of Kazakhstan acceded to the Bonn Convention in accordance with the Law of the Republic of Kazakhstan dated December 13, 2005 N 96, and as a state of a range of a number of migratory species has committed to make efforts for their conservation. In addition, the new Environmental Code, which entered into force in 2021, at the initiative of certain environmental organizations, Requirements for the Construction and Operation of Electricity Networks,” which specifies the requirements that “When locating, designing, constructing, operating, repairing, reconstructing and modernizing electric grids, measures shall be developed and implemented to ensure the prevention of death of birds and other wild animals, preservation of habitat, breeding conditions, migration routes and places of concentration”, and that “entities operating electric grids shall be obliged to carry out regular inspections of electric grids to identify their negative impact on birds and other wild animals and, if necessary, take measures to reduce it.” Thus, the basic requirements for ensuring the safety of OPLs for birds have already been defined at the Code level. Moreover, the Law of the Republic of Kazakhstan “On Protection, Reproduction and Use of Animal World” also contains a separate article No. 17 “Measures to preserve the habitat, breeding conditions, migration routes and places of concentration of animals in the design and implementation of economic and other activities”, the second paragraph of which states that “When operating, locating, designing, and constructing railroads, highways, pipelines, and other transportation routes, power and communication lines, canals, dams and other water facilities, measures shall be developed and implemented to ensure the preservation of habitat, breeding conditions, migration routes and places of concentration of animals.” Moreover, even articles in the Code of the Republic of Kazakhstan “On Administrative Offenses” are provided to control compliance with these articles. For example, Article 379 stipulates responsibility for violation of animal protection measures in the placement, design and construction of settlements, enterprises and other facilities, implementation of production processes and operation of vehicles, etc. Thus, it can be assumed that in Kazakhstan the issue of bird deaths on PLs has a high level of formalization. Some issues of PLs safety for birds are even reflected in the “Standards of Technological Design of Rural Electric Networks of the Republic of Kazakhstan” (RDS RK 4.04-185-2003). However, this poses the question – why, with so many documents, birds continue to die, and owners of overhead power lines dangerous for birds are not brought to responsibility? Obviously, the core of the problem lies in law enforcement practice, which is limited by several important factors: 1) It is not specified, which activities should be carried out and how to monitor their implementation; 2) These requirements are not enshrined in the regulatory and technical documentation of power engineers and designers, which makes them “detached” from the working life of power engineers; 3) PLs dangerous for birds have huge lengths (only the length of 6–10 kV PLs is more than 80 thousand kilometers), it is impossible and economically inexpedient to check and inspect them. In view of the above, the obvious conclusion is that it is not the death of birds on overhead power lines or the failure to implement measures that should be considered a problem, but the very fact of designing, constructing or operating overhead power lines that are dangerous to birds. Based on this point of reference, BRCC has formulated the basic concept of the proposals for legislative solutions to the problems of bird deaths on PLs. The essence of the proposals is as follows: 1) Legislatively define the term “the structure that is dangerous to birds”; 2) Introduce a legislative ban on the design and construction of bird-dangerous PL structures (newly constructed PLs). At the same time, it is advisable to consider alternative solutions for PL owners using 6–10 kV networks; 3) Smoothly and gradually introduce a legislative ban on the operation of bird dangerous structures of PLs without bird protection devices (BPDs) of the established sample and quality; 4) Develop and approve national standards for BPDs (insulating, marker, and nestforming type), including requirements for their technical characteristics, methods of attachment, frequency of replacement, etc. Important aspects of the proposed solutions are the following: 1) implementation of the above proposals not only in environmental laws and statutory instruments, but also in regulatory and technical documentation governing the design, construction, operation, and maintenance of PLs; 2) involvement of a wide range of stakeholders, including the Ministry of Energy, overhead line owners, associations and various limited liability companies, financial institutions and banks financing overhead line construction/modernization. An important way to solve the problem is to initially appeal to the Government of Kazakhstan and establish an interdepartmental working group. In case of success, all technical and organizational solutions will be presented to the attention of ornithologists and conservation organizations of Kazakhstan and neighboring countries.
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Kaasik, Peeter. "Hävituspataljonidest Eestis 1941. aasta sõjasuvel [Abstract: The Destruction Battalions in Estonia in the Summer War of 1941]." Ajalooline Ajakiri. The Estonian Historical Journal 167, no. 1 (December 31, 2019): 3–36. http://dx.doi.org/10.12697/aa.2019.1.01.
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Abstract: The Destruction Battalions in Estonia in the Summer War of 1941
A state of war was declared in the western regions of the Soviet Union on 22 June 1941. This did not in any case mean only purely military operations. The safeguarding of security in the rear was considered extremely important. On 25 June 1941, the Union-wide Communist Party (CPSU) Central Committee Politburo adopted the decision ‘On the tasks in the rear of front-line forces’, which placed all agencies and units of the People’s Commissariat for Internal Affairs and State Security (NKVD and NKGB) under the command of the commanders of rear defence of the front lines. The following was prescribed as the more general tasks of rear defence: maintenance of law and order in the rear and on roads; the capture of deserters and ‘disorganisers of the rear’; protection of communications; the organisation of evacuations and the transportation of supplies; the destruction of saboteurs. Since rebellion against Soviet rule also began in parallel with combat action in many regions (primarily in regions that the Soviet Union occupied and annexed in 1939/1940), then combat against the so-called internal enemy became the primary task of rear defence units in the vicinity of the front in many areas. Thirdly, rear defence units were assigned the task of destroying all property of any value that could not be removed from the region of the front in the event of possible retreat.
At the same time, all communications of military importance were to be destroyed in the course of retreat. NKVD internal forces and border guard forces on the one hand, and irregular people’s defence units (destruction battalions, workers’ regiments, people’s defence divisions, etc.) formed locally in the summer of 1941 on the other hand were to bear the brunt of this action. The various irregular people’s defence units were on the one hand supposed to be manifestations of ‘nationwide struggle’ deriving from ideology; on the other hand, the need for an improvised territorial defence force was due to pragmatic needs that made it possible to skip many of the formalities associated with mobilisation, transport, formation and supply. At the same time, the possibilities for utilising these units were also considerably more flexible. The formation and utilisation of the ‘people’s defence force’ varied from region to region. The destruction battalions that were formed in the Estonian SSR are considered illustratively in this article.
As elsewhere in areas in the vicinity of the front, the formation of destruction battalions began in the Estonian SSR at the end of June, 1941. The ‘Estonian SSR operative group of destruction battalions’ was established for their formation and command at the NKVD Baltic Border Guard District headquarters. At the start of July, this operative group was placed under the command of the assistant responsible for rear area defence of the commander of the 8th Army, which had retreated into Estonia.
The destruction battalions did not have any definite composition of personnel. Although the self-evidence of patriotism was stressed, in reality the battalions were manned in Estonia by way of ‘Party mobilisation’. If a person was a member or candidate member of the CPSU or the communist youth organisation and did not have any other administrative duties, joining the destruction battalions was in essence mandatory. Generally speaking, this obligation also applied to the employees of other Soviet institutions as well.
The operations of destruction battalions in Estonia can conditionally be divided into three periods: 1) combat against the armed resistance movement before the arrival of German forces; 2) the direct employment of destruction battalions in military assignments alongside securing the rear area; 3) the deployment of destruction battalions and regiments formed out of them at the front in combat against regular Wehrmacht units.
This periodisation is nevertheless conditional. It is rather difficult to present temporal frames of reference more precisely because the actions and composition of different units varied depending on the situation at the front and they also do not match temporally. While battalions were initially formed in the counties and in the cities of Tallinn and Narva, later on units were disbanded and combined, and new additional units were also formed. In total, over 20 such units operated in Estonia (in addition to several more Latvian destruction units that had retreated into Estonia) in the summer war of 1941. Over 6,000 fighters were entered in the lists of the Estonian SSR militia companies, destruction battalions and workers’ regiments. These in turn were divided up according to specific assignments: some went on raids and later fought at the front line as part of the Red Army; others were part of the armed units guarding certain industrial enterprises or Soviet institutions, or provided security for communications of military importance (railroads, bridges, communications lines, and other such sites). Third, there was a large group that was formally connected to destruction battalions because they were tied mainly to other military-administrative duties (the organisation of evacuation, fortification works, mobilisation of horses and motor vehicles, future partisan warfare, and other such duties).
As the name ‘destruction battalion’ already says, these units were initially supposed to be used mainly in combatting saboteurs, spies and local ‘bandits’, and in carrying out ‘scorched earth tactics’. Yet as we can already see from the previous periodization, the role of destruction battalions in Estonia already became blurred at the start of July, 1941. Since the front was breached in many places, some units that were completely unprepared for it were quickly sent to the front to plug the holes. The Southern Estonian destruction battalions that had retreated in the direction of Narva fell apart, disintegrating into isolated troops that retreated together with civilians who wanted to evacuate. Other units were incorporated into the Red Army in Northern Tartu County in the latter half of July, and most of them were cut off there in a pocket. In August, two companies were formed in Harju County and Narva out of the remnants of the destruction battalions, and were already utilised directly as front-line units.
In conclusion it can be said that while the destruction battalions that operated in Estonia initially were indeed a rather effective force for a short time in the fight against armed resistance, their utilisation in front-line combat not only had negligible effect, it was also rather short-sighted in terms of Soviet rule because it resulted in the destruction of a large proportion of the cadre that was trustworthy in the eyes of the Soviet regime, and this cadre was already quite modest in numbers to begin with. A large proportion of the fighters of the destruction battalions left behind in the rear met their end in the course of vigilante justice in the summer war of 1941. And secondly, since the Germans did not count the members of the destruction battalions as soldiers, the status of prisoners of war did not extend to them, and many of them who were taken prisoner were shot on the spot or were executed at a later time as ‘active communists’.
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Lynch, Michael J., and Daniela O. Mora. "Wrong Side of the Track: Crimes in the Railroad Industry in the US, 2000–2017." Journal of White Collar and Corporate Crime, October 3, 2023. http://dx.doi.org/10.1177/2631309x231203707.
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The extant criminological literature on railroad crimes is scant, and historically focused on crimes against railroads (e.g., train robberies), or safety at railroad crossings, or train stations in relation to the distribution of crimes. To date, studies have not examined the extent of crime committed by railroads, nor how those violations are punishment. This study draws attention to the scope of railroad crimes and their punishment in the US using all reported/known railroad safety violations for the year 2000–2017 ( N = 14,380). During this time period, the railroad industry ranks third for the number of crimes committed by a US business sector. The study begins by examining the early history of railroad accidents and the influence of railroad tycoons and their personal characteristics as factors that have shaped the railroad industry in the US. Relevant railroad regulations are also examined.
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"Preface." IOP Conference Series: Earth and Environmental Science 1332, no. 1 (May 1, 2024): 011001. http://dx.doi.org/10.1088/1755-1315/1332/1/011001.
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GeoShanghai 2024 International Conference Volume 3: Transportation Geotechnics Shanghai, 26-29 May, 2024 GeoShanghai 2024 International Conference College of Civil Engineering, Tongji University, 2024 All Rights Reserved GeoShanghai is a series of international conferences on geotechnical engineering held in Shanghai quadrennially. The conference was inaugurated in 2006 and was successfully held in 2010, 2014 and 2018, with more than 1600 participants in total. Since the last conference, the geotechnical community has witnessed many advances both in fundamental understanding and engineering practices. To demonstrate the latest developments and promote collaborations in geotechnical engineering and related fields, we launch the 5th GeoShanghai International Conference to be held in May 2024. Transportation geotechnics is a vitally interdisciplinary aspect encompassing engineering, geology, and materials science, exploring the durability, safety, and efficiency of transportation networks. Within this domain, pavement materials and structures, railroad engineering, airfield construction, and pipeline infrastructure represent the focal points. Pavements, serving as crucial interfaces between vehicles and the ground, demand attention to material properties and structural integrity. Railroads require resilient tracks capable of withstanding dynamic loads, while airfields necessitate robust pavements to support heavy aircraft. Similarly, pipelines rely on reliable foundation designs to ensure stability and mitigate risks. This topic delves into the latest advancements, challenges, and innovations within transportation geotechnics, with a specific focus on these critical themes. Through collaborative discussions and knowledge exchange, we aim to enhance the resilience, sustainability, and performance of transportation infrastructures worldwide. This volume received a total of 47 papers from countries such as China, United States, Russia, Australia, Thailand, Portugal and others, totaling 41 papers accepted. All papers were reviewed and the accepted papers will be submitted to IOP Conference Series: Earth and Environmental Science indexed by Scopus. Cordially yours, Feipeng Xiao, David Connally, Peerapong Jitsangiam, Lin Cong, Fan Gu, Yao Shan The editors of Volume 3: Transportation Geotechnics List of Tracks, Conference Steering Committee, International Advisory Committee, Technical Committee, Organizing Committee are available in this pdf.
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Burkholder, Anna. "Geographic Response Plans: Preparing for Inland Oil Spills in California Waterways." International Oil Spill Conference Proceedings 2021, no. 1 (May 1, 2021). http://dx.doi.org/10.7901/2169-3358-2021.1.1141189.
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ABSTRACT #1141189 Emergency regulations governing the development of oil spill contingency plans in California, along with financial responsibility for inland facilities, pipelines, refineries and railroads, became effective in 2015, with final regulations being adopted in January of 2019. With the California Department of Fish and Wildlife's (CDFW's) Office of Spill Prevention and Response's (OSPR's) authority for oil spill prevention, preparedness, and response being extended to inland waters of the State, the need to develop Geographic Response Plans (GRPs) for priority watersheds with higher risk of an oil spill became a top priority. Given the successful history with developing, implementing, and maintaining the California marine Area Contingency Plans (ACPs), OSPR has implemented a similarly effective GRP program. GRPs are driven primarily by access to sites along river systems and lakes where response activities are feasible. The process of developing GRPs for the State has consisted of: 1) developing a consistent document framework based on recently developed GRPs including the Region 10 Regional Response Team (RRT) and Northwest Area Committee (NWAC) GRPs in the Pacific Northwest, the Feather River GRP developed by Union Pacific Railroad in California, as well as previously developed GRPs by the United States Environmental Protection Agency (USEPA) Region 9 (California, Nevada, Arizona); 2) implementing a Statewide GRP Steering Committee (SGSC) consisting of State, federal and local agencies, industry, oil spill response organizations (OSROs), an environmental Non-Governmental Organization (NGO), and a tribal representative; and 3) developing partnerships with industry representatives, and federal, State and local agencies, including first responders [Local Emergency Planning Committees (LEPCs) and others] to ensure critical local expertise and information is incorporated in each, individual GRP. With the emerging trend of oil by rail transportation; historical spill threats from pipelines, fixed facilities, and truck transportation; and the promulgation of emergency regulations extending OSPR's oil spill preparedness activities to inland waters, the development of GRPs for at-risk watersheds became critical.
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Resor, Randolph R., Michael E. Smith, and Pradeep K. Patel. "Positive Train Control (PTC): Calculating Benefits and Costs of a New Railroad Control Technology." Journal of the Transportation Research Forum, October 14, 2010. http://dx.doi.org/10.5399/osu/jtrf.44.2.841.
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The purpose of this analysis was to quantify the business benefits of Positive Train Control (PTC) for the Class I freight railroad industry. This report does not address the safety benefits of PTC. These were previously quantified by the Rail Safety Advisory Committee (RSAC), which identified nearly a thousand "PPAs" (PTC-preventable accidents) on U.S. railroads over a 12-year period, and determined the savings to be realized from each avoided accident. The RSAC finding was that avoidance of these PPAs was not, by itself, sufficient (from a strictly economic point of view) to justify an investment in PTC. Examples of potential business benefits include: * Line capacity enhancement * Improved service reliability * Faster over-the-road running times * More efficient use of cars and locomotives (made possible by real-time location information) * Reduction in locomotive failures (due to availability of real-time diagnostics) * Larger "windows" (periods during which no trains operate and maintenance workers can safely occupy the track) for track maintenance (made possible by real-time location information) * Fuel savings This paper presents the results of the analysis. It is important to recognize, however, that the state of the art in making these estimates is not sufficiently mature to make exact answers feasible. Presented here are the best estimates now possible, with observations as to how better information may be developed. Benefits were estimated in the above areas and the cost of deploying PTC on the Class I network (99,000 route miles and 20,000 locomotives) were calculated. The conclusions of the analysis were as follows: * Deployment of PTC on the Class I railroad network (99,000 route miles, 20,000 locomotives) would cost between $2.3 billion and $4.4 billion over five years * Annual benefits, once the system was fully implemented, were estimated at $2.2 billion to $3.8 billion * Internal rate of return was estimated (depending on timing and cost) to be between 44% and 160%
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Костюк, Михаил Петрович. "«...Найчесніший та найшляхетніший українець, що носив лише німецьке прізвище...»: до 150-річчя барона Федора фон Штейнлеля." Modern Studies in German History, May 22, 2021, 12–20. http://dx.doi.org/10.15421/312001.
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The article deals with the main periods of biography and activity of Baron Fedir von Schteingel whose life and work was closely connected with Volyn region.
Fedir (Theodore Rudolf) von Schteingel was born on November 26, 1870 in Saint Petersburg into the family of Baltic German engineer and railroad builder Rudolf von Schteingel.
Fedir’s father bought an estate in the village of Horodok not far from Rivne in Volyn province in1879. Fedir Schteingel spent most of his life there. He was interested in the history of Volyn from his student years.
One of Schteingel’s activities was the research in the field of natural sciences. He was a member of several scientific societies. F. Schteingel and famous Ukrainian archeologist M. Bilyashivsky founded the first countryside historical museum in Ukraine in 1896. There were five sections with unique collections of exhibits, books, manuscripts and folklore materials there.
Fedir Schteingel was engaged in charity work during all his life. He built and supported the two-grade vocational school in Horodok in which education was free of charge. He built a hospital with free treatment, a reading room, a mill, a bathhouse and supported a village fire brigade. Baron helped those who lost their possessions in a fire, paid pensions to invalids and poor people. He also provided financial assistance in building churches, hospitals, and orphanages in Zhytomyr, Kyiv and Warsaw.
Fedir Schteingel was a famous public and political figure. He was a head and a member of governing bodies of different financial, legal, and educational institutions in Rivne and Kyiv for many years. He was a Head of Committee of South West Front of All-Russia Union of Cities in 1915-1917. He was elected Head of Executive Committee of Kyiv City Duma in March 1917.
Schteingel began his political activity in 1906. He joined the Cadets Party and was elected Deputy of the First State Duma from Kyiv. He was a member of Cadets Party fraction and Ukrainian Duma community. He participated in masonic movement.
He had been taking part in Ukrainian public and political life since 1908. He worked in Ukrainian Central Rada and Presidium of All-Ukrainian National Congress in 1917. He left the Cadets Party in June 1917 and joined the Ukrainian Party of Socialists and Federalists.
Fedir Schteingel became the ambassador of Ukraine in Germany in 1918. He organized the first official visit of Hetman of Ukraine Pavlo Skoropadsky to Germany at the beginning of September 1918.
Fedir Schteingel came back to Volyn in 1924 and continued his charity work. He represented the interests of Volyn and Ukrainian peasants to Polish authorities. He and his family secretly immigrated to Germany in autumn 1939. He spent the rest of his life in Radeberg near Dresden. He died on February 11, 1946.
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Rosas, Ana Elizabeth. "Pathways to Legalization: Undocumented Mexican Immigrants in the US/Mexico Borderlands, 1942–1956." Kalfou 2, no. 2 (October 16, 2015). http://dx.doi.org/10.15367/kf.v2i2.67.
Full textAbstract:
In the 1940s, curbing undocumented Mexican immigrant entry into the United States became a US government priority because of an alleged immigration surge, which was blamed for the unemployment of an estimated 252,000 US domestic agricultural laborers. Publicly committed to asserting its control of undocumented Mexican immigrant entry, the US government used Operation Wetback, a binational INS border-enforcement operation, to strike a delicate balance between satisfying US growers’ unending demands for surplus Mexican immigrant labor and responding to the jobs lost by US domestic agricultural laborers. Yet Operation Wetback would also unintentionally and unexpectedly fuel a distinctly transnational pathway to legalization, marriage, and extended family formation for some Mexican immigrants.On July 12, 1951, US president Harry S. Truman’s signing of Public Law 78 initiated such a pathway for an estimated 125,000 undocumented Mexican immigrant laborers throughout the United States. This law was an extension the Bracero Program, a labor agreement between the Mexican and US governments that authorized the temporary contracting of braceros (male Mexican contract laborers) for labor in agricultural production and railroad maintenance. It was formative to undocumented Mexican immigrant laborers’ transnational pursuit of decisively personal goals in both Mexico and the United States.Section 501 of this law, which allowed employers to sponsor certain undocumented laborers, became a transnational pathway toward formalizing extended family relationships between braceros and Mexican American women. This article seeks to begin a discussion on how Operation Wetback unwittingly inspired a distinctly transnational approach to personal extended family relationships in Mexico and the United States among individuals of Mexican descent and varying legal statuses, a social matrix that remains relatively unexplored.