Relevant bibliographies by topics / Railroad lines

Contents

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

Academic literature on the topic 'Railroad lines'

Author: Grafiati
Published: 28 July 2024
Last updated: 31 July 2024

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Journal articles on the topic "Railroad lines"

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Allen, John G. "Rediscovering the Urban Railroad." Transportation Research Record: Journal of the Transportation Research Board 1571, no. 1 (January 1997): 169–74. http://dx.doi.org/10.3141/1571-21.

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The urban railroad represents a long-established but little-understood range of rail transit in several older North American industrial cities. In most instances urban railroads are officially classified as commuter rail, but the genre also includes a couple of lines in the rapid transit category. Several urban railroads incorporate elements of both modes. The urban railroad uses conventional railroad technology and rights of way to provide high-quality service within the central city. Examples of the urban railroad include Metra Electric in Chicago, Cleveland’s Red Line, and the urban portions of Philadelphia’s Regional Rail and New York’s Long Island Rail Road. Neglected and overlooked for decades, the urban railroad has untapped potential to attract amenity-conscious customers and relieve ridership pressure on nearby bus routes.
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Pengelly, Sean P., and C. Tyler Dick. "Economics and Planning of Short-Haul and Short-Line Railway Intermodal Service." Transportation Research Record: Journal of the Transportation Research Board 2608, no. 1 (January 2017): 105–14. http://dx.doi.org/10.3141/2608-12.

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To develop a more competitive and efficient transportation system, railroads have engaged in intermodal freight transportation of both containers and trailers. Though intermodal rail operations have increased dramatically since the 1950s, traffic trends have also evolved with shipper demands, improved rail infrastructure, and enhanced operational strategy. Many former main railroad lines are now operated by short-line and regional carriers. Industrial centers that were once home to intermodal terminals, both large and small, have lost their intermodal connectivity since short-line and regional railroads typically do not handle intermodal traffic. With local terminals lost, shippers have been forced to increase drayage distances to centralized Class I railroad intermodal terminals. With the economies of scale afforded by recent record levels of intermodal rail traffic, opportunities have arisen to revitalize short-haul intermodal service. In many instances, short-line and regional railroads have taken this opportunity to increase traffic and revenue on their own lines as well as increase traffic on existing intermodal lanes and bring relief to over-capacity centralized inter-modal terminals. In most instances, Class I railroads remain involved through operations and marketing of the short-haul service as part of their larger national network. This report summarizes ongoing research that, through examination of current and discontinued short-haul intermodal operations and communication with rail carriers of all sizes, identifies how the strengths of short-line and regional railroads can be leveraged to improve the efficiency of the Class I railroad intermodal network.
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Link, Alessandra. "Editing for Expansion: Railroad Photography, Native Peoples, and the American West, 1860–1880." Western Historical Quarterly 50, no. 3 (2019): 281–313. http://dx.doi.org/10.1093/whq/whz043.

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Abstract In the nineteenth century, both railroad expansion and photography influenced relations between the United States and Native peoples in powerful ways. Scholars have often dealt with these two technological developments separately, but photographs and railroads have a shared history. Throughout the mid-to-late nineteenth century railroad companies engaged with photographs and photographers to promote travel on their lines. This article evaluates the production and circulation of transcontinental railroad photographs, and it concludes that the so-called golden age of landscape photography was built on the suppression of peopled scenes in the West. Images of Indians and trains that reached broad audiences placed Indigenous peoples in opposition to the modern forces cast in steel and running on steam. Picturing an unpeopled West and anti-modern Indians brightened business prospects for those investing in the promise of U.S. expansion beyond the 100th meridian.
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Ahmed, Rekib, and Anup Saikia. "Pandora’s Box: A spatiotemporal assessment of elephant-train casualties in Assam, India." PLOS ONE 17, no. 7 (July 13, 2022): e0271416. http://dx.doi.org/10.1371/journal.pone.0271416.

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Railways are an indispensable component of sustainable transportation systems, but also exact a toll on wildlife. Wild Asian elephants are often killed by trains in Assam, India, where we assess temporal variations in the occurrences of elephant-train collisions (ETCs) and casualties during 1990–2018. This study also assesses spatially varying relationships between elephant-train collision (ETC) rates and elephant and train densities in the adjoining 10 km2 grid cells of 11 prioritized railroad segments using ordinary least squares (OLS) and geographically weighted regression (GWR) models. The temporal analysis indicated that ETCs spiked at certain hours and months. The adult and calf elephant casualties on the railroads were found to be two to fivefold high during the post monsoon season compared to other seasons. During the operation period of meter gauge railroads (1990–1997), the proportions of ETCs and casualties were only 15.6% and 8.7% respectively. However, these increased substantially to 84.4% and 91.3% respectively during the operation of broad gauge railroads (1998–2018). The OLS model indicated that both elephant and train densities explained 37% of the variance of ETC rate, while GWR model showed 83% of the variance of ETC rate. The local coefficient values of GWR indicated that both the predictor variables interplayed significantly and positively to determine ETC rates in the Mariani-Nakachari and Khatkhati-Dimapur railroad segments. However, the relationship between ETC rate and elephant density is significantly negative in the Habaipur-Diphu railroad, implying that the elephant population along this railroad stretch is significantly affected by railways through large scale ETCs. Hence, there is an urgent need to address long-term mitigation strategies so that elephants can be conserved by providing safe passages and survival resources along railway lines.
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Chiu, Chen-Yuan, Yi-Chia Lin, Fei Shen, Yujie Liu, Xilin Chen, and Yuyan Lin. "Automated Monitoring and Emergency Response System for Sensitive Areas Along High-Speed Railway Lines." E3S Web of Conferences 512 (2024): 03003. http://dx.doi.org/10.1051/e3sconf/202451203003.

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The safety of high-speed railroads is an important indicator of travelers’ trust, and it is also an important factor in determining whether or not the operation volume can reach the expected goal. Therefore, high-speed railroad companies in Europe, the United States, and Japan have invested heavily in establishing safety monitoring systems in order to avoid the occurrence of disasters and to strengthen the mechanism of crisis response and emergency treatment. High-speed railroad operation may occur in a variety of accidents, different disaster warning, emergency response and rescue, need to have different equipment, contingency measures, and well-trained personnel to deal with. Therefore, the safety standards for high-speed rail systems in advanced countries around the world are much higher than those for traditional train systems. The theories and technologies of disaster prevention and relief have matured both at home and abroad. This study combines the theories and technologies of disaster prevention with GIS, such as monitoring instruments, satellite positioning, remote sensing detection, radio transmission, the Internet, database management, and information management, to provide effective support for decision-making and analysis of commanders, to rapidly assist in crisis management, and to strengthen the mechanism of emergency response.
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Kharisma, Ivana Lucia, Kamdan, Asep Rizki Firdaus, Rizki Haddi Prayoga, Fakhriyal Riyandi Yasin, and Mutiara Annisa Tresna Ati. "Construction Of Railway Door Automation Prototypes Using Arduino, Servo Motors and Ultrasonic Sensors." Digital Zone: Jurnal Teknologi Informasi dan Komunikasi 14, no. 1 (May 27, 2023): 1–12. http://dx.doi.org/10.31849/digitalzone.v14i1.13584.

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The Indonesian railway system is currently experiencing a lot of developments in terms of technology. The Indonesian railway system has been integrated with technology 4.0, where all transaction processes, whether payment, ordering tickets or monitoring trains, can be monitored via electronic media. Of course, this technology must be supported by adequate infrastructure, one of which is the railroad crossing. In Indonesia, several railroad lines have been constructed, and many portal or crossbar railroads have also been constructed. The railroad gate is part of the railway system which has a very important role, especially in regulating the safety of train travel. The rail gateway has been a problem and a source of accidents in recent years. This is because there are no security facilities at any rail portals, causing drivers to continue to break traffic laws. The making of this automatic railroad doorstop uses the Prototype method, namely a simulation that uses Arduino UNO R3, servo motors, HC-SR04 ultrasonic sensors and other components that can support the manufacture of this railroad doorstop prototype. The prototype of this automatic train doorstop is equipped with many sensors that works automatically according to what is ordered, so that its use can be easily controlled and implemented in real life. This automatic railroad crossing system is expected to optimize the task of the railroad crossing guard by providing automation for the process of opening and closing the railway door and providing additional warning information for the community around the railway door location so as to reduce the potential for accidents caused by drivers or people who break traffic laws.
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Morlok, Edward K. "Resolving Conflict Between Mobility-Impaired Passenger Requirements and Freight Service on Mixed High- and Low-Platform U.S. Railroad Lines." Transportation Research Record: Journal of the Transportation Research Board 1848, no. 1 (January 2003): 70–78. http://dx.doi.org/10.3141/1848-10.

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The first objective is to explain the conflict that has emerged and is growing between ( a) requirements to make passenger trains accessible for passengers in wheelchairs and for other mobility-impaired travelers and ( b) requirements for general freight service on the same tracks on certain types of railroad lines. The second objective is to present two designs for railroad passenger car entranceways that appear to resolve this problem and that have additional benefits as well. The conflict emerges in situations in which high-level platforms are used (at stations) on tracks that are also used by freight trains, because such platforms intrude into the normal clearance envelope of freight trains. High-level platforms are now most commonly used in the northeastern United States, but more extensive use elsewhere is contemplated because of various benefits for passenger service. After the problem is presented, reviews are completed of previous evaluations of various generic approaches to providing platform-to-train access—in foreign railways and in rail transit contexts—to identify characteristics of effective solutions that are compliant with the Americans with Disabilities Act. Then two related new approaches designed for North American railroad conditions are presented. It is hoped that research into this problem will be encouraged along with testing and ultimately the deployment of technologies that will provide effective transport for mobility-impaired travelers on the railroads while maintaining characteristics necessary for freight service.
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Grant, H. Roger. "Michigan Railroad Lines by Graydon M. Meints." Michigan Historical Review 32, no. 1 (2006): 136–37. http://dx.doi.org/10.1353/mhr.2006.0009.

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Zawodny, Michał, Maciej Kruszyna, Wojciech Kazimierz Szczepanek, and Mariusz Korzeń. "A New Form of Train Detection as a Solution to Improve Level Crossing Closing Time." Sensors 23, no. 14 (July 23, 2023): 6619. http://dx.doi.org/10.3390/s23146619.

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The critical points on the rail and road network are their intersections, i.e., level crossings. During a train crossing, car traffic is stopped. This reduces the fluidity of traffic on the road and, consequently, can cause congestion. The problem increases with the number of cars and trains. Frequently, due to national regulations, level crossing closure times are long. It is mainly dictated by safety issues. Building two-level intersections is not always a good solution, mainly because of the high cost of implementation. In the article, the authors proposed the use of sensors to reduce level crossing closure times and improve the Level of Service on the road network. The analyzed railroad lines are local agglomeration lines, mainly due to safety (low speed of commuter trains) and high impact on the road network. The sensors proposed in the article are based on radar/LIDAR. Formulas similar to HCM methods are proposed, which can be implemented in a railroad crossing controller. Simulations using the PTV Vissim program are carried out and the results are worked out based on the obtained data. The considered method can reduce the level crossing closure time by 68.6%, thereby increasing the Level of Service on roads near railroads.
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Liu, Xiang, Tejashree Turla, and Zhipeng Zhang. "Accident-Cause-Specific Risk Analysis of Rail Transport of Hazardous Materials." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (September 3, 2018): 176–87. http://dx.doi.org/10.1177/0361198118794532.

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Rail plays a key role in the transportation of hazardous materials (hazmat). Improving railroad hazmat transportation safety is a high priority for both industry and government. Many severe railroad hazmat release incidents occur because of train accidents. The Federal Railroad Administration identifies over 300 accident causes, including infrastructure defects, rolling stock failures, human factors, and other causes. Understanding how hazmat transportation risk varies with accident cause is a key step in identifying, developing, evaluating, and prioritizing cost-justified accident prevention strategies, thereby mitigating hazmat transportation risk. The objective of this paper is to develop an integrated, generalized risk analysis methodology that can estimate accident-cause-specific hazmat transportation risk, accounting for various train and track characteristics, such as train length, speed, point of derailment, the number and placement of tank cars in a train, tank car safety design, and population density along rail lines. Using the two major causes of accidents on freight railroads—broken rails and track geometry defects—as an example, this paper demonstrates a step-by-step analytical procedure and decision support tool to assess how accident frequency, severity, and hazmat transportation risk vary by accident cause. The research method can be adapted for risk analysis at corridor- or network-level accounting for other accident causes.
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Dissertations / Theses on the topic "Railroad lines"

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Dong, K., D. P. Connolly, O. Laghrouche, P. K. Woodward, and Costa P. Alves. "The stiffening of soft soils on railway lines." Elsevier, 2018. https://publish.fid-move.qucosa.de/id/qucosa%3A73234.

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Railway tracks experience elevated rail deflections when the supporting soil is soft and/or the train speed is greater than approximately 50% of the wave propagation velocity in the track-soil system (i.e. the critical velocity). Such vibrations are undesirable, so soil replacement or soil improvement of the natural soil (or alternatively mini-piles or lime-cement treatment) is often used to increase track-ground stiffness prior to line construction. Although areas of existing soft subgrade might be easily identified on a potential new rail route, it is challenging to determine the type and depth of ground remediation required. Therefore, major cost savings can be made by optimising ground replacement/improvement strategies. This paper presents a numerical railway model, designed for the dynamic analysis of track-ground vibrations induced by high speed rail lines. The model simulates the ground using a thin-layer finite element formulation capable of calculating 3D stresses and strains within the soil during train vehicle passage. The railroad track is modelled using a multi-layered formulation which permits wave propagation in the longitudinal direction, and is coupled with the soil model in the frequency-wavenumber domain. The model is validated using a combination of experimental railway field data, published numerical data and a commercial finite element package. It is shown to predict track and ground behaviour accurately for a range of train speeds. The railway simulation model is computationally efficient and able to quickly assess dynamic, multi-layered soil response in the presence of ballast and slab track structures. Therefore it is well-suited to analysing the effect of different soil replacement strategies on dynamic track behaviour, which is particularly important when close to critical speed. To show this, three soil-embankment examples are used to compare the effect of different combinations of stiffness improvement (stiffness magnitude and remediation depths up to 5 m) on track behaviour. It is found that improvement strategies must be carefully chosen depending upon the track type and existing subgrade layering configuration. Under certain circumstances, soil improvement can have a negligible effect, or possibly even result in elevated track vibration, which may increase long-term settlement. However, large benefits are possible, and if detailed analysis is performed, it is possible to minimise soil improvement depth with respect to construction cost.
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Yung, Yan-tai Enid. "The role of railways in relieving future traffic-induced roadside air pollution /." Hong Kong : University of Hong Kong, 2002. http://sunzi.lib.hku.hk/hkuto/record.jsp?B25436107.

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Billings, Michael Carter. "Rail-trails of South Australia : an analysis of the constraints and benefits of converting disused railway lines into recreational trails /." Title page, contents and abstract only, 1999. http://web4.library.adelaide.edu.au/theses/09ENV/09envb598.pdf.

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Chu, Kut-fai Michael. "Speed competition in an affluent and densely-populated city : a case study of bus transport in Hong Kong /." Click to view the E-thesis via HKUTO, 1997. http://sunzi.lib.hku.hk/hkuto/record/B42128493.

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Wong, Kam. "Public transport competition between bus and rail." Click to view the E-thesis via HKUTO, 2005. http://sunzi.lib.hku.hk/hkuto/record/B3159475X.

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Wong, Pui-shan. "The influence of new railway lines on travel behaviour of local residents a case study of the Shatin-Central link /." Click to view the E-thesis via HKUTO, 2006. http://sunzi.lib.hku.hk/hkuto/record/B36633628.

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Wong, Kwok-yiu. "Passengers' choice between the West Rail and buses." Click to view the E-thesis via HKUTO, 2005. http://sunzi.lib.hku.hk/hkuto/record/B31584287.

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Chu, Kut-fai Michael, and 朱吉輝. "Speed competition in an affluent and densely-populated city: a case study of bus transport in HongKong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1997. http://hub.hku.hk/bib/B42128493.

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王佩珊 and Pui-shan Wong. "The influence of new railway lines on travel behaviour of local residents: a case study of the Shatin-Centrallink." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2006. http://hub.hku.hk/bib/B36633628.

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Shofstall, Lisa. "Class III / short line system inventory to determine 286,000 lb (129,844 kg) railcar operational status in Kansas and determination of ballast fouling using ground penetrating radar." Thesis, Kansas State University, 2017. http://hdl.handle.net/2097/35477.

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Master of Science
Department of Civil Engineering
Eric J. Fitzsimmons
The rail industry's recent shift towards larger and heavier railcars has influenced Class III / short line railroad operation and track maintenance costs. Class III railroads earn less than $38.1 million in in annual revenue and generally operate first and last leg shipping for their customers. In Kansas, Class III railroads operate approximately 40 percent of the roughly 2,800 miles (4,500 km) of rail; however, due to the current Class III track condition they move lighter railcars at lower speeds than Class I railroads. The State of Kansas statutorily allots $5 million to support rail improvement projects, primarily for Class III railroads. Therefore, the objective of this study was to conduct an inventory of Kansas’s Class III rail network to identify the track segments in need of this support that would be most beneficial to the rail system. Representatives of each railroad were contacted and received a survey requesting information regarding the operational and structural status of their systems. The data collected were organized and processed to determine the sections of track that can accommodate the heavier axle load cars that are currently being utilized by Class I railroads. This study identified that Class III railroads shipped over 155,000 carloads of freight in 2016 and 30 percent of Kansas’s Class III track can currently accommodate heavy axle cars. The increased load from the increased railcar size has also increased the risk of damage to railroad’s track structure. Railroad ballast is the free draining granular material that supports the track structure. As the track ages, small particles can fill the voids of the granular material which is a process known as fouling. Established methods for determining the fouling of a section of ballast are destructive tests that usually require the railroad to restrict or reroute traffic on its network. Ground Penetrating Radar (GPR) is a nondestructive geophysical surveying method that measures the time required for electromagnetic wave impulses to reflect off differing subsurface interfaces. Historically, GPR surveys of track structures primarily determine the depth of ballast and track geometry. The objective of this study was to determine the viability of utilizing the laboratory’s existing GPR equipment to develop a methodology of measuring ballast fouling nondestructively. A 48 x 48 x 48 in (1.2 x 1.2 x 1.2 m) test box was built. The test box was filled with 48 in (1.2 m) of clean and ballast. Tests were run on dry and partially saturated material, wetted using 6 gallons (22.7 L). GPR data were collected hourly for the first 6 hours, then at the multiples of 12 and 24 hour marks for one week. Sand was chosen as an absorbent geologic material for the second stage of testing since no fouled ballast could be acquired at the time of the study. A 27 x18 x 18 in (0.69 x 0.46 x 0.046 m) box was filled with sand and wetted with water in one gallon (7.5 L) increments. GPR scans and samples to determine the water content were collected after the addition of each gallon. The data collected were processed to determine soil properties. Preliminary results from this research indicate that the GPR set up utilized can effectively determine the dielectric constant of geologic materials including ballast, although the dielectric constant is highly dependent on the volumetric moisture content of the material.
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Books on the topic "Railroad lines"

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Meints, Graydon M. Indiana railroad lines. Bloomington: Indiana University Press, 2011.

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Hipes, Steve. Pennsylvania Railroad lines west. Hanover, PA: Railroad Press, 2004.

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Hipes, Steve. Pennsylvania Railroad lines west. Hanover, PA: Railroad Press, 2004.

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Brennan, William J. Jersey Central lines in color. Edison, N.J: Morning Sun Books, 1991.

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J, Brennan William. Jersey Central lines in color. Edison, N.J: Morning Sun Books, 1991.

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Roma, Museo d'arte contemporanea, ed. Parallel lines: Rome urban spaces. Roma: Postcart, 2021.

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Stroup, John P. Trackside on the PRR Delmarva Lines, 1965-1967 with John P. Stroup. Scotch Plains, NJ: Morning Sun Books, Inc., 2008.

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Connor, J. E. The Tottenham joint lines: A photographic journey between Barking and Gospel Oak. Colchester: Connor and Butler, 1993.

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Burns, Robert W. Ex-Baltimore & Ohio lines in northwestern Pennsylvania. Sheffield, Pa: Robert W. Burns, 1999.

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Larry, Plachno. Sunset lines: The story of the Chicago, Aurora & Elgin Railroad. Polo, Ill: Transportation Trails, 1986.

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Book chapters on the topic "Railroad lines"

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Hård, Mikael. "Communicating and Trading in West Africa: Talking Drums and Pack Animals." In Microhistories of Technology, 43–70. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-031-22813-1_3.

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AbstractIn conventional histories of those parts of the world that were colonized, telegraph lines, railroads, and steamships loom large. Scholars of this “tools-of-empire” tradition have often overlooked the technologies of communication and transportation that existed pre-colonization—and played a decisive role also during colonial rule. For example, in West Africa, talking drums, pack animals, and canoes made up the precolonial “technological landscape”—together with techniques for agriculture, hunting, mineral extraction, and manufacturing. Using the case of French-named Côte d’Ivoire, Chap. 3 illustrates the persistence of the indigenous technological landscape. For decades, colonialists relied on—and even expanded—the extant transportation network of footpaths, caravan routes, and rivers. Telegraph lines and railroad tracks did not form a technological landscape; at most, these technologies were superimposed on an existing, self-contained technological world.
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Li, Jincheng, Wenwu Chen, and Zhengping Liu. "Railroad Route Alignment in Geothermal, Aeolian, and Snowdrift Areas." In Geological Line Selection for the Qinghai-Tibet Railway Engineering, 267–315. Berlin, Heidelberg: Springer Berlin Heidelberg, 2017. http://dx.doi.org/10.1007/978-3-662-55572-9_7.

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Klestil, Matthias. "Claiming (through) Space: Topographies of Enslavement, the Literary Heterotopia of the Underground Railroad, and the Co-agency of the Non-human." In Environmental Knowledge, Race, and African American Literature, 45–83. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-030-82102-9_2.

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AbstractThis chapter reads the Underground Railroad ecocritically as a literary heterotopia (Foucault) of the fugitive slave narrative that became vital to an African American spatial and environmental imagination. A turn to a variety of texts ranging from abolitionist writing to slave narratives by Bayley (1825), Curry (1840), Douglass (1845), Bibb (1849), and J. Brown (1855) demonstrates that this literary heterotopia became a means of claiming (through) space in a twofold sense. First, it enabled fugitives’ reclaiming themselves by reinterpreting relations between space and body, and by subversively playing with an antebellum popular discourse of the “Liberty Line.” Second, this subversive play provided a means of claiming space in the sense of imagining a literary Underground Railroad, which narrators could employ as a “discursive loophole” to express African American environmental knowledge.
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Pavoni, Riccardo. "A Plea for Legal Peace." In Remedies against Immunity?, 93–117. Berlin, Heidelberg: Springer Berlin Heidelberg, 2021. http://dx.doi.org/10.1007/978-3-662-62304-6_5.

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AbstractThis chapter advocates legal peace between Germany and Italy as the most sensible and appropriate way to deal with the aftermath of Sentenza 238/2014 of the Italian Constitutional Court and its declaration of the unconstitutionality of the 2012 International Court of Justice (ICJ) Judgment in Jurisdictional Immunities. This plea does not only arise from frustration with the current impasse but also from the suspicion that the public good of legal peace has never seriously been canvassed by the Italian and German governments. Section II takes stock of the legal developments relating to the dispute between Germany and Italy since Sentenza 238/2014 was delivered. It especially focuses on the attitudes of the governments concerned, both in the context of the ongoing proceedings before Italian courts and elsewhere. It finds such attitudes opaque and unduly dismissive of the necessity to devise legal peace in the interest of the victims and of the integrity of international law. Section III highlights how the behaviour of the governments so far was at odds with the successful outcome of other intergovernmental negotiations concerning reparations for crimes committed during World War II (WWII), a process which has not been entirely finalized, as evidenced by the 2014 Agreement between the US and France on compensation for the French railroad deportees who were excluded from prior French reparation programmes. The Agreement between the US and France and all previous similar arrangements were concluded under mounting pressure of litigation before domestic courts against those states (and/or their companies) that were responsible for unredressed WWII crimes, thus a situation resembling the current state of the dispute between Germany and Italy. It is telling that litigation ended when the courts took cognizance of the stipulation of intergovernmental agreements establishing fair mechanisms for compensating the plaintiffs and victims of the relevant crimes. Such practice, therefore, is essentially in line with the proposition that state immunity (for human rights violations) is essentially conditional on effective alternative remedies for the victims. This and other controversial aspects related to the law of state immunity—such as the nature of state immunity, the North American remedies against immunity for state sponsors of terrorism, and the persistent dynamism of pertinent practice—are revisited in section IV. The purpose is to suggest that certainty about the law of international immunities, as allegedly flowing from the 2012 ICJ Judgment, is more apparent than real and that this consideration should a fortiori urge the realization of legal peace in the German–Italian affair.
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"railroad lines [n] [US]." In Encyclopedic Dictionary of Landscape and Urban Planning, 782. Berlin, Heidelberg: Springer Berlin Heidelberg, 2010. http://dx.doi.org/10.1007/978-3-540-76435-9_10922.

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Huffard, R. Scott. "Conjure the Railroad." In Engines of Redemption, 72–102. University of North Carolina Press, 2019. http://dx.doi.org/10.5149/northcarolina/9781469652818.003.0004.

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This chapter discusses how African Americans tried to harness the magic of the southern railroad and how white southerners tried to circumscribe this power. It opens with a discussion of the myth of Black Ulysses and black folk songs to show how black men would “conjure the railroad” and invoke its magic as they toiled to build lines and moves into a discussion of the racialized convict labor system that companies used to build much of the railroad mileage in the South. In other aspects of railroad labor, white officials limited advancement of black workers and kept them in subservient roles like the Pullman Porter. Through a discussion of travel narratives, the chapter shows how white travellers used the railroad to apply new pernicious stereotypes to African Americans. While black activists like Ida B. Wells tried to fight for equal access to rail travel, white authorities moved to segregate railroads and the supreme court case that ultimately enshrined Jim Crow segregation – Plessy v Ferguson – took place after a challenge to a railroad’s segregation policies.
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Malik, Hassan. "Fault Lines." In Bankers and Bolsheviks, 19–54. Princeton University Press, 2018. http://dx.doi.org/10.23943/princeton/9780691170169.003.0001.

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This chapter traces Russia's financial reforms in the late nineteenth century. It puts the reforms associated with Sergei Witte's tenure as finance minister from 1892 to 1903 in a broader context, and also highlights key strategic errors made during his tenure. As the chapter shows, Witte, more than any other figure in Russia or the West, is associated with the boom in Russian investment in the late nineteenth and early twentieth centuries. During his tenure as finance minister, Russia adopted the gold standard in 1897 and repeatedly turned to the foreign capital markets for loans to finance an ambitious program of state-led industrialization. His name was similarly associated with the boom in Russian railroad construction, the Trans-Siberian Railway in particular—an association that began in his earliest days while working in the railroad industry, first in the private sector (initially as a lowly conductor to learn the business) and then in government.
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Elliott, Jack D. "Building Railroads." In To the Ramparts of Infinity, 81–87. University Press of Mississippi, 2022. http://dx.doi.org/10.14325/mississippi/9781496841872.003.0007.

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During the late 1840s and 1850s, three trunk railroad lines were constructed, all close enough to Ripley to raise the town’s hopes of being included along one of the routes. Once these hopes were dashed, the citizens of Ripley began to investigate building a spur line to connect them to a nearby trunk line. These efforts resulted in some legislation and formal organization, but time after time the line failed, primarily due to financial difficulties. With this and the oncoming war, the effort to build a railroad connection for Ripley faded away for the time. Falkner’s role in the railroad was increasing as the decade came to an end. His estate was also increasing, and by 1860 his worth had increased to $10,000 in real estate with a personal estate of $40,200, which included six slaves, all listed as mulattos. Politics concerning slavery began to grow increasingly tense.
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Elliott, Jack D. "The Railroad to Ripley." In To the Ramparts of Infinity, 136–60. University Press of Mississippi, 2022. http://dx.doi.org/10.14325/mississippi/9781496841872.003.0011.

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Near the end of the summer of 1869, Falkner headed efforts to build a railroad connecting New Albany and Ripley with the M&C Railroad. Once again, however, raising adequate funds proved difficult. Amid failed funding for this project—and for another that came along and met a similar fate—Falkner proved resilient and determined to see a railroad built. In 1871, the Mississippi legislature passed an act incorporating the Ripley Railroad Company for the purpose of building and operating a railroad to connect Ripley with one out of several trunk lines. This chapter details the numerous fundraising and organization efforts made by Falkner to achieve the years-long dream of a Ripley Railroad.
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Pryor, Elizabeth Stordeur. "Activist Respectability and the Birth of the “Jim Crow Car”." In Colored Travelers. University of North Carolina Press, 2016. http://dx.doi.org/10.5149/northcarolina/9781469628578.003.0004.

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Chapter 3 identifies the moment when colored travelers launched a movement in earnest. The movement took off in the late 1830s and early 1840s, when segregation on the Massachusetts railroad turned brutal. In part, this was because steam-powered passenger railroads were new. It was also because the president of one of the foremost Boston railroad lines created a novel invention, a separate car to carry black people and the poor. Rail road workers in Massachusetts dubbed the space the “Jim Crow car.” It was a method of racial control that institutionalized segregation as no method of transportation had before. In keeping with the criminalization of black mobility, the railroad directors not only insisted that people of color ride in the dirty, cramped spaces, but officials also employed conductors who served as enforcers and routinely beat, kicked, and ousted colored travelers who attempted to ride in the first-class car. To activists, standing up and risking white violence in the name of equality became a mark of black masculinity. In a strategy that continues to buttress civil rights protest today, colored travelers held the state accountable by turning to the courts for redress.
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Conference papers on the topic "Railroad lines"

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Sogin, Samuel L., Christopher P. L. Barkan, Yung-Cheng Lai, and Mohd Rapik Saat. "Measuring the Impact of Additional Rail Traffic Using Highway and Railroad Metrics." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74133.

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Long term demand for freight movements in North America is expected to increase dramatically in the coming decades. The railroads are poised to take on this additional traffic assuming the capacity is available. Measuring the capacity of these rail lines is complicated by the interrelationships between asset utilization, reliability, and throughput. There is not a single metric that captures these intricacies. Capacity can be determined by delay-volume relationships, utility models, or economic study. For many case studies, railroads use parametric and simulation modeling to determine the train delay per 100 train miles. This metric does not tell the full story; especially when comparing different train types. The highway industry uses a different portfolio of metrics that can be adopted by railroad capacity planners. These metrics can be more sensitive to the worse performing trains. Additionally, these metrics can control for increased delay simply due to additional traffic. These concepts are illustrated by simulating the impact of additional 110 mph passenger service to a single track freight line.
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Kull, Robert C. "Increasing U.S. Freight Rail Network Capacity With ECP Braking and PTC Systems." In ASME/IEEE 2007 Joint Rail Conference and Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/jrc/ice2007-40052.

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Growth in U.S. rail freight demand, especially for intermodal and coal, is leading to capacity constraints on key corridors. The costs of building new rail lines are often prohibitive, and the industry needs to find other solutions for increasing capacity. Electronically Controlled Pneumatic (ECP) braking combined with new Positive Train Control (PTC) systems have the potential to double the traffic density on existing double-track rail corridors, as well as increase average network speeds. This has the potential to support the projected increase in rail traffic over the next 20 years, without needing significant additions to track infrastructure. Implementation of ECP and PTC is challenging, and will require close cooperation between railroads, car owners, shippers, railroad suppliers, and the Federal Railroad Administration (FRA).
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Siems, E. "New method for marking and control of railroad lines/tracks (In German)." In Optical 3D Measurement Techniques II: Applications in Inspection, Quality Control, and Robotics, edited by Armin Gruen and Heribert Kahmen. SPIE, 1994. http://dx.doi.org/10.1117/12.169827.

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Punwani, S., Firdausi Irani, R. B. Wiley, and John Tunna. "Pilot for a National Detector Database to Enhance Safety and Promote Preventive Maintenance." In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-55234.

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The Federal Railroad Administration has embarked on a pilot project to demonstrate the feasibility of using and linking defect detector systems for rail vehicles across North America. The goal of this project is to develop a national database that will enable the railroad industry to engage in predictive maintenance. These detectors measure equipment performance parameters such as the forces between the wheel and rails. The Integrated Railway Remote Information Service or InteRRIS™, an Internet-based system designed and developed by Transportation Technology Center, Inc. (TTCI), was used to aggregate, interrogate, and store data from field-deployed detector systems. TTCI is a wholly owned subsidiary of the Association of American Railroads (AAR). A key task of this program was the determination and implementation of appropriate access to a National Rail Corridor Vehicle Performance Database (VPD). The VPD can draw performance-based data from InteRRIS™ for the FRA and the railroads responsible for the safe operation of cars and locomotives as needed to enable effective performance-based safety monitoring. The VPD has been populated with data from a number of Truck Performance Detectors (TPD) and Wheel Impact Load Detectors (WILD™) in order to capture representative and geographically diverse traffic from freight, mixed freight/commuter/passenger lines, and hazardous materials lines. Both the AAR and FRA have a mutual interest in promoting the implementation of performance-based maintenance. It is hoped that this detector network and associated national database reduces the need for visual inspections on cars and locomotives, thereby focusing more efforts on preventive action and making repairs. This could greatly enhance the efficiency with which railroads make critical repairs in a timely manner. Such tools, with detector data in a central database, should they prove feasible, could eventually lead to the development of performance-based inspection standards.
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Burshtin, Michael L. "The Pennsylvania Railroad GG1 Electric Locomotive: A Retrospective." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8002.

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Abstract This paper is a historical review of the design and operation of the Pennsylvania Railroad’s class GG1 electric locomotive over its heavily-trafficked New York City-Washington, DC main line during the period 1934–1983. The locomotive was designed in-house by the railroad in corroboration with Baldwin Locomotive, General Electric and Westinghouse Electric following competitive tests of several electric locomotive designs. Its outstanding performance and long operating life has resulted in it being generally considered the most highly regarded electric locomotive in North America. The Pennsylvania Railroad embarked in the late 1920’s on a major AC electrification program for its New York-Washington and Philadelphia-Harrisburg main lines and local branches. It initially planned to use a fleet of class P5 rigid frame 2-C-2 electric locomotives for service. However problems were quickly encountered with damaging lateral track impacts, axle cracks, truck hunting, and inadequate tractive effort. The railroad responded with a series of competitive evaluation tests of several locomotive designs including a recent New York, New Haven & Hartford (NYNH&H) Railroad articulated frame locomotive, using an ingenious method to measure truck lateral forces. As a result, the railroad developed two prototype electric locomotive designs, a rigid frame class R1 2-D-2 and an articulated frame class GG1 2-C+C-2. Follow-up track testing verified that the GG1 had lower track lateral forces, and was selected for production. The 4,620 hp GG1 combined several significant North American design concepts: - Exceptional power from six double-armature traction motors for heavy passenger train operation at 100 mph; - Double-ended body design to eliminate the need to turn locomotives; - Use of separate truck frames with an articulation joint connection, allowing improved rail tracking and lower lateral forces; - Housing the main transformer and locomotive cabs in the center body, providing increased crew accident protection in collisions; - Use of high voltage Alternating Current (11 kV at 25 Hz); and - One of the first applications of Industrial Design (by Donald R. Dohner and Raymond F. Loewy) producing a streamlined locomotive using a welded carbody. The GG1 was quickly recognized as a rare combination of stellar performance, robust construction, and low maintenance costs. It was used to inaugurate electrified New York-Washington operations, performed admirably during World War II, successfully made the later transition to freight train operation, and was finally retired in October 1983. The prototype GG1 locomotive 4800 has been designated an ASME national engineering landmark.
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Guerrero, Sebastian, Juan Argote, Andre Carrel, and Pierre-Emmanuel Mazare. "Policies to Address Conflicts Between Passenger and Freight Rail Service in the U.S." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56003.

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A renewed interest in expanding passenger service on rail in the US faces challenges and opportunities in that most of the railroads are privately owned. Up to this point railroad network capacity has kept up with demand relatively well. However, signs of strain are apparent looking into the future as freight volumes increase with globalization and conflicts with passenger trains increase with the addition of more intercity and commuter lines. Case studies were conducted to understand the relationship between passenger and freight operations in the US and to identify areas of conflict and opportunities for improvement. Common conflicts arise from differing objectives and include cost sharing, safety, liability and infrastructure needs. Currently, public agencies and railroad companies deal with these conflicts through an outdated regulatory framework that in many cases does not serve the interests of either party; improvements here are possible. Additionally, a greater use of hybrid agreements where government agencies fund capacity improvements for passenger and freight operations simultaneously may offer the best approach for dealing with these conflicts and adapting the rail network to meet demands into the future.
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Kotani, Kenta, Yoshi Satomi, and Hiroyuki Morishima. "Analysis of disaster risk of slopes along railroad lines using self-organizing maps (SOM)." In The 14th SEGJ International Symposium, Online, 18–21 October 2021. Society of Exploration Geophysicists and Society of Exploration Geophysicists of Japan, 2021. http://dx.doi.org/10.1190/segj2021-017.1.

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Novitskiy, Alexander, Irina Konotop, and Dirk Westermann. "Interactions by the use of common pylons for EHV transmission lines and electric railroad catenary system." In 2014 Electric Power Quality and Supply Reliability Conference (PQ). IEEE, 2014. http://dx.doi.org/10.1109/pq.2014.6866833.

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Morgan, Curtis A., Lisa Loftus-Otway, Nathan M. Hutson, and Jeffery E. Warner. "Preservation and Reuse of Abandoned Rail Corridors: Legal and Policy Issues." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74091.

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The paralleling of existing rail lines in excess right-of-way (R/W) and/or the re-use of corridors first used by railroad companies has long been a method for acquiring linear corridors for other transportation uses. The practice of re-using rail alignments is a logical one given that railroads steered development patterns in the United States prior to the highway era and the corridors that served the railroads also effectively serve existing population centers. The long period of railroad consolidation since the end of World War II resulted in the abandonment and loss of many rail corridors that would now have been extremely valuable for transportation development. Preserving former rail corridors is beneficial to transportation planners at the local and state level, as they can be employed for new transportation uses or multiuse recreational trails. This paper discusses the findings of a multifaceted research project that examined issues associated with acquisition, preservation, and re-use of abandoned rail corridors in Texas. The paper summarizes the legal and policy review that analyzed Texas, Federal, and other state abandonment policies to determine what, if any, changes would be necessary for the Texas Department of Transportation (TxDOT) to take advantage of future opportunities to acquire and preserve these corridors. The paper also reviews results that identified and documented past Texas rail abandonments and identification of potential uses for existing/prospective abandoned corridors. The paper concludes with an overview of the findings of this study which noted that as the state’s population continues to grow, preserving all potential transportation corridors for rail or alternative uses will grow in importance.
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Donelson, John, and Ronald L. Dicus. "Bearing Defect Detection Using On-Board Accelerometer Measurements." In ASME/IEEE 2002 Joint Rail Conference. ASMEDC, 2002. http://dx.doi.org/10.1115/rtd2002-1645.

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Vibration signatures of defective roller bearings on railroad freight cars were analyzed in an effort to develop an algorithm for detecting bearing defects. The effort is part of a project to develop an on-board condition monitoring system for freight trains. The Office of Research and Development of the Federal Railroad Administration (FRA) is sponsoring the project. The measurements were made at the Transportation Technology Center (TTC) in Pueblo, CO on July 26 – 29, 1999 during the Phase III Field Test of the Improved Wayside Freight Car Roller Bearing Inspection Research Program sponsored by FRA and the Association of American Railroads (AAR). Wheel sets with specific roller bearing defects were installed on a test train consisting of 8 freight cars designed to simulate revenue service. The consist also contained non-defective roller bearings. Accelerometers were installed on the inboard side of the bearing adapters to measure the vibration signatures during the test. Signatures of both defective and non-defective bearings were recorded. The data were recorded on Sony Digital Audio Tape (DAT) Recorders sampling at a rate of 48 K samples per second. We used both ordinary and envelope spectral analysis to analyze the data in an effort to detect features that could be related to known defects. The spectra of non-defective bearings show no remarkable features at bearing defect frequencies. In general, the ordinary spectra of defective bearings do not exhibit remarkable features at the bearing defect frequencies. In contrast, the envelope spectra of defective bearings contain a number of highly resolved spectral lines at these frequencies. In several cases the spectral lines could be related to specific bearing defects. Based on the analysis performed to date, the envelope spectrum technique provides a promising method for detecting defects in freight car roller bearings using an on-board condition monitoring system.
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Reports on the topic "Railroad lines"

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May, Christopher W., Martin C. Miller, and John A. Southard. An Analysis of Stream Culvert Fish Passage on the Navy Railroad Line between Bremerton and Shelton, Washington. Office of Scientific and Technical Information (OSTI), October 2004. http://dx.doi.org/10.2172/15020924.

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Francini. L52281 Evaluating the Need for Loading Specifications for Highway Transportation of Line Pipe. Chantilly, Virginia: Pipeline Research Council International, Inc. (PRCI), September 2007. http://dx.doi.org/10.55274/r0010353.

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Standards have been in place for many years providing procedures for the proper loading of line pipe for shipment by railroad and by vessel, namely, API Recommended Practice 5L1 and API Recommended Practice 5LW, respectively. These practices were developed in response to a recognized need to avoid excessive stresses in the transported pipe caused by unfavorable positioning of the pipe on cradles or supports combined with inertial loadings on the stacked pipe from railcar or vessel motion. The need for this effort became apparent as a result of hydrostatic test failures that occurred in newly constructed pipelines where the failure origins exhibited fatigue even though the pipe had not yet entered service, as well as in-service failures originating at shipping-damage defects that survived the commissioning hydrostatic test but enlarged while the line was in service. The scope of this study consisted of three phases. The first phase was to document the industry position with respect to line pipe transport. The second phase was to perform a detailed technical analysis of the susceptibility of line pipe to damage from inertial loadings during highway transportation. The third phase was to develop a prototype standard giving minimum specifications designed to avoid damage. The resulting work product can be used as a starting point by an appropriate standards-writing body for development of a specification in accordance with its standards development process.
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Profile of Short Line Railroads in High Grain Production States Summary. U.S. Department of Agriculture, Agricultural Marketing Service, February 2018. http://dx.doi.org/10.9752/ts215.02-2018.

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Good Practice in Environment, Health and Safety in Latin America and the Caribbean. Inter-American Development Bank, January 2016. http://dx.doi.org/10.18235/0009273.

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This Technical Note is primarily intended for use by Chinese investors and EPC firms, specifically senior management and decision makers responsible for the planning, design and delivery of the EHS strategy and safeguards when operating in LAC. It may also be used as a reference for LAC governments and companies. The Technical Note focuses primarily on mining, oil and gas (i.e. extractive), infrastructure and agriculture activities as key sectors; although there is recognition that large projects may involve associated facilities such as roads, railroads, dams or transmission lines. Regional context and regulations are focused on three countries, Brazil, Mexico, and Peru, given the growing Chinese investments in these countries and the advancements of their EHS regulations. The Technical Note is practical and generic in order to be applicable to the construction of various project types throughout LAC. Case studies for specific projects and industries can be found in Appendix A.
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