Bibliographies thématiques / Railway unions

Littérature scientifique sur le sujet « Railway unions »

Auteur : Grafiati
Publié le 18 mai 2024

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Articles de revues sur le sujet "Railway unions"

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Panov, A. I. « THE MONOGRAPH ABOUT TRANSPORT TRADE UNIONS ». World of Transport and Transportation 15, no 1 (28 février 2017) : 276–80. http://dx.doi.org/10.30932/1992-3252-2017-15-1-27.

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[For the English abstract and full text of the article please see the attached PDF-File (English version follows Russian version)].REVIEW OF THE BOOK: Zubkov, S. A., Krainov, G.N. Transport unions as part of the international trade union movement. Monograph. Moscow, INFRA-M publ., 2017, 297 p. ABSTRACT The book, published in the series «Scientific Thought», is devoted to the study of transport unions as components of the international trade union movement. The authors draw attention to the history, current state and problems of the international trade union movement, t h e processes of globalization, cooperation and coordination of the actions of international transport unions. Particular attention is paid to the analysis of the trade union movement in rail transport, the participation of the Russian trade union of railway workers and transport builders in the international trade union movement. Keywords: trade union, transport unions, international trade union movement, International Confederation of Trade Unions (ITUC), World Federation of Trade Unions (WFTU), International Workers’ Association (IWA), Global Federation of Trade Unions (GUF), International Transport Workers’ Federation (ITWF), International Committee of Transport Workers’ Propaganda (ICTWP), Profintern, International Confederation of Trade Unions of Railway Workers and Transport Builders (ICRW), Russian Union of Railway Workers and Transport Builders (ROSPROFZHEL).
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Shiels, Robert. « Duty, Debt and Picket Lines : the Queensland Railway Department during the First World War ». Memoirs of the Queensland Museum - Culture 11 (2020) : 39–56. http://dx.doi.org/10.17082/j.2205-3239.11.1.2020.2020-04.

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The Queensland Railway Department, also known as the Queensland Government Railways or QGR, was one of the state’s largest civil contributors to Queensland’s war effort. The department’s resources would be utilised by both the Queensland and Commonwealth Governments to meet the demands of enlistment quotas, armaments production and moving military personnel and equipment across the state. Throughout the war years QGR would be impacted by falling revenues due to the state’s expectation of network expansion, skyrocketing prices for essential goods, Royal Commissions and the strengthening of trade unions. The Railway Department’s experience of war was challenging in that so much of their operation and business assets became an integral part to the nation’s war effort virtually overnight. On an individual level, one sixth of the department’s workforce enlisted to fight in the war and although at times different groups within the railways were working towards different agendas, the department as a whole came together to support their railway brothers through extensive fundraising initiatives such as the Railway Patriotic Fund.
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van Criekinge, Jan. « Historisch Overzicht van de Spoorwegen in West-Afrika ». Afrika Focus 5, no 3-4 (15 janvier 1989) : 133–52. http://dx.doi.org/10.1163/2031356x-0050304003.

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Historical Survey of the Railway Development in West Africa The present day railway system in West Africa is the result of the transport-policy developed by the colonial powers (France, Great Britain and Germany) at the end of the 19th century. It is remarkable that no network of railways, like in Southern Africa, was brought about. The colonial railways in West Africa were built by the State or by a joint-stock company within the borders of one colony to export the raw materials from the production centres to the harbours. Nevertheless railways were built for more than economical grounds only, in West Africa they had to accomplish a strategic and military role by “opening Africa for the European civilization”. Hargreaves calls railways the “heralds of new imperialism” and Baumgart speaks of the own dynamics of the railways, to push the European colonial powers further into Africa ... The construction of a railway needed a very high capital investment and the European capitalists wouldn’t like to take risks in areas that were not yet “pacified”. It is remarkable how many projects to build a Transcontinental railway right across the Sahara desert largely remained on paper. Precisely because such plans did not materialize, however, the motive force they provided to such imperialist actions as political-territorial annexations can be traced all the more clearly. The French built the first railway in West Africa, the Dakar - St-Louis line (Senegal), between 1879 and 1885. This line stimulated the production of ground-nuts, although the French colonial-military lobby has had other motives. The real motivation became very clear at the construction of the Kayes-Bamako railway. Great difficulties needed the military occupation of the region and the violent recruitment of thousands of black labourers, all over the region. The same problems transformed the building of the Kayes-Dakar line into a real hell. Afterwards the Siné Saloum region has been through a “agricultural revolution”, when the local ground-nuts-producers have been able to produce for foreign markets. The first British railways were built in Sierra Leone and the Gold Coast-colony (Ghana). Jn Nigeria railway construction stimulated the growth of Lagos as an harbour and administrative centre. Lugard had plans for the unification of Nigeria by railways. The old Hausa town of Kano flourished after the opening of the Northern Railway, for other towns a period of decline had begun. Harbour cities and interior railwayheads caused an influx of population from periphery regions, the phenomenon is called “port concentration”. Also the imperial Germany built a few railwaylines in their former colony Togo, to avoid the traffic flow off to the British railways. ifs quite remarkable that the harbours at the Gulf of Guinea-coast developed much later than the harbours of Senegal and Sierra Leone. After the First World War only a few new railways were constructed, the revenues remained very low, so the (colonial) state had to take over many lines. The competition between railways and roadtransport demonstrated the first time in Nigeria, it was the beginning of the decline of railways as the most important transportsystems in West Africa. Only multinational companies built specific railways for the export of minerals (iron, ore and bauxite) after the Second World War, and the French completed the Abidjan - Ouagadougou railway (1956). The consequences of railway construction in West Africa on economic, demographic and social sphere were not so far-reaching as in Southern Africa, but the labour migration and the first labour unions of railwaymen who organized strikes in Senegal and the Ivory Coast mentioned the changing social situation. The bibliography of the West African railways contains very useful studies about the financial policy of the railway companies and the governments, but only a few railways were already studied by economic historians.
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Hoffmann, Jürgen, et Rudi Schmidt. « Der Streik der Lokführer-Gewerkschaft GDL ». PROKLA. Zeitschrift für kritische Sozialwissenschaft 38, no 151 (1 juin 2008) : 323–42. http://dx.doi.org/10.32387/prokla.v38i151.477.

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The authors give an outline of the strike in 2007/08 of the oldest German union, the profeSSIOnal umon of the locomotive drivers GDL. By doing this they analyse the outcome of the strike and the dynamics of the relationship between that professional union GDL, the industrial union transnet and the German Railway Ltd. (DB AG) as pardigmatic for politics of a particularistic organisation (GDL) and politics of an encompassing organisation (transnet). And they put the question whether the upcoming of professional unions in Germany would lead to an erosion of the German system of industrial relations in the future.
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Zubkov, S. A., et G. N. Krainov. « Social Dialogue on European Railways : Search for a Balance ». World of Transport and Transportation 14, no 4 (28 août 2016) : 246–55. http://dx.doi.org/10.30932/1992-3252-2016-14-4-25.

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The reform of the railways in the EU was followed by strengthening of the position of the industry in the transport market, and at the same time by the necessary support rendered to rail companies that perform important social functions. In this context, the authors distinguish the activities of the committee for social dialogue in the railway transport, which, in cooperation with the European Commission carries out projects and prepares decisions designed to protect the interests of staff, labor rights of wage earners, and simultaneously preserves the opportunity for mutually beneficial cooperation between trade unions, businesses and governments.
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Cordery, Simon. « Mutualism, Friendly Societies, and the Genesis of Railway Trade Unions ». Labour History Review 67, no 3 (décembre 2002) : 263–79. http://dx.doi.org/10.3828/lhr.67.3.263.

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Ferner, Anthony. « Public Enterprise and the Politics of `Commercialism' : Changing Industrial Relations in British and Spanish Railways ». Work, Employment and Society 1, no 2 (juin 1987) : 179–203. http://dx.doi.org/10.1177/0950017087001002003.

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This article makes use of case studies of British and Spanish railways to examine changing patterns of industrial relations in the public enterprise sector. It looks at how political objectives are characteristically `transmitted' from the state to the public enterprise. Transmission mechanisms include formal rules and direct intervention, as well as political bargaining and `exchange' involving political authorities, enterprise management and, at times, the unions. A typical feature is the pressure towards symbolic courses of action. The article argues that this process influences the way in which industrial relations have responded to recent pressures for greater commercialism in public enterprises, and explores the reasons for the differences in the response of the two railway companies.
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Tuck, J. H. « Canadian Railways and Unions in the Running Trade, 1865-1914 ». Relations industrielles 36, no 1 (12 avril 2005) : 106–31. http://dx.doi.org/10.7202/029128ar.

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This paper examines the history in Canada of the international unions for train and engine crews, from their entry into Canada until World War One. During this period, patterns of unionization and labour-management relations in this important sector of the Canadian railway industry were established which have persisted in large measure to the present.
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Gosselin, Émile. « Technology Puts Out the Firemen ». Commentaires 13, no 3 (11 février 2014) : 333–36. http://dx.doi.org/10.7202/1022427ar.

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Summary The following text analyzes the dispute which culminated in a strike involving the Brotherhood of Locomotive Firemen and Enginemen and the Canadian Pacific Railway. It deals with the complex problems of technological change in a continent-wide economic setting, and suggests structural modifications of the unions concerned in order to adequately cope with them.
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Hj.Ahmad, Mahadirin, et Kee Y. Sabariah Kee Mohd Yussof. « Collective Action in Employment Relationships : An Analysis of Cooperative Culture ». Politics and Humanism 1, no 2 (26 décembre 2022) : 87–97. http://dx.doi.org/10.31947/jph.v1i2.23711.

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Collective action is one of the important elements in an employment relationship. The main feature of the action is that it involves cooperation between various community groups to achieve an objective. Among the main actions are collective bargaining and enterprise actions such as strikes and pickets. The element of cooperation shown by employees and employers is a form of exchange of spirit and resembles the culture of mutual cooperation among people in Southeast Asia. Based on these objectives, analysis will be done on the strike launched by the Utusan Malaysia trade union, picketing by the Malayan Railway Workers' Union (RUM) and Collective Bargaining by the Sabah Bank Workers' Union (SBEU). The results of the study show that there is a practice of mutual cooperation in collective actions carried out by workers, especially in increasing solidarity among members. In relation to that, the values of cohesion and unity can be increased which in turn has an impact on the survival of trade unions
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Thèses sur le sujet "Railway unions"

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Lee, Fa-Hsien. « Trade unions and privatisation in Taiwan : a case study of the railway union ». Thesis, Cardiff University, 2008. http://orca.cf.ac.uk/55757/.

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This thesis explores Taiwanese privatisation in the context of global neo-liberalisation. It is a study of the relationship between the state, capital and trade unions in relation to privatisation and the policy-making process in Taiwan and the Taiwan Railway in particular. It pays attention to exploring the three dimensions: first, how the state plays its role in the privatisation process second, what private capital does in order to extend its financial interests and third, whether trade unions have capacity to shape privatisation policies. The thesis draws upon extensive fieldwork that took place in Taiwan and the Taiwanese railway industry in particular between May 2005 and November 2007. It documents how Taiwanese public sector unions, dependent on the party-state system, sought to transform themselves into independent unions during the period of privatisation. Using qualitative and participant observation methods, including semi- structured interviews, fieldnote taking, and documentary analysis, this thesis provides, for the first time first-hand, rich, deep, holistic and contextual data on issues that had previously been hidden from public debate. These are discussed and analysed with particular reference to British and former Soviet Union's experience in the context of privatisation. Although the research was explicitly located in the context of Taiwan and the Taiwan Railway, it is hoped that it has more general significance. Taiwan's experience, until now neglected in debates on privatisation, could extend contemporary debates on the topic especially in relation to the various roles of the state, capital and trade unions. In particular, it raises for discussion the finding that under certain circumstances, instead of being marginalised by privatisation, certain trade unions could gain strong bargaining capacity, weakening the role of the state and private capital, and significantly shaping the policy process.
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McCabe, Conor. « The Amalgamated Society of Railway Servants and the National Union of Railwaymen in Ireland, 1911-1923 ». Thesis, University of Ulster, 2006. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.435483.

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Neto, Adalberto Coutinho de Araújo. « "Entre a revolução e o corporativismo - a experiência sindical dos ferroviários da E. F. Sorocabana nos anos 1930" ». Universidade de São Paulo, 2006. http://www.teses.usp.br/teses/disponiveis/8/8137/tde-10062006-194606/.

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Este trabalho resgata e analisa a história do sindicalismo dos ferroviários da Estrada de Ferro Sorocabana durante a década de 1930. Antes da abordagem do tema do trabalho, retoma o histórico da fundação da ferrovia e de seu operariado, desde 1870 até 1940. Narra a trajetória dos grupos políticos e ideológicos atuantes entre os ferroviários, representados principalmente por socialistas, comunistas, pró-patronais e integralistas. Analisa os conflitos, relacionamentos e as contradições entre os trabalhadores e as lideranças sindicais, com a empresa e o Estado. Estuda as propostas, transformações e compara a adesão decisiva dos trabalhadores, que determinaram a característica do sindicalismo ferroviário da Sorocabana.
This work rescues and analyzes the history of the unionism of the railway workers of the Sorocabana Railway during the decade of 1930. Before the mainly subject of the work, it synthetically retakes the description of the foundation of the railway and its workers, since 1870 up to1940. It tells to the trajectory of the unions groups with ideological policy and between the railway workers, represented mainly for socialist, communist, pro-owners and “integralistas”. It analyzes the conflicts, relationships and contradictions between the workers and their leadership, with the company and the State. It studies the proposals, transformations and compares the decisive adhesion of the workers who had determined the characteristic of the unionism of the Sorocabana Railway.
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Leatherwood, Jeffrey M. « Between the wheels quest for streetcar unionism in the Carolina Piedmont, 1919-1922 / ». Morgantown, W. Va. : [West Virginia University Libraries], 2009. http://hdl.handle.net/10450/10700.

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Thesis (Ph. D.)--West Virginia University, 2009.
Title from document title page. Document formatted into pages; contains vii, 250 p. Vita. Includes abstract. Includes bibliographical references (p. 232-245).
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Turek, Tomáš. « Vliv vstupu soukromých dopravců na počet cestujících v železniční dopravě ». Master's thesis, Vysoká škola ekonomická v Praze, 2013. http://www.nusl.cz/ntk/nusl-197468.

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This thesis aspires to contribute to the discussion about economic justification of current process of railway liberalisation in European Union and specifically in Czech Republic. We focus on the method of vertical separation and open access, where governments keep control over the infrastructure and its development and individual train operators compete on-track. The first section contains a summary of progress of the reform and its historical context across Europe and a review of various methods of its economic evaluation. Based on that, the next section presents a partial equilibrium econometric model applied on the route between Prague and Ostrava. Simulations are run to explore different market settings, infrastructure investment possibilities and potential tolls imposed on individual road transportation. We conclude that liberalisation followed by entry of competing railway undertakings, as well as a rational attitude of the government towards long-term infrastructure investments, are crucial for future competitiveness of railways.
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Bilgin, Oguzhan. « An Analysis Of The Formations Of Trade Union Consciousness And Worker Identity In Turkey : A Case Study Of The Tuvasas Railcar Factory ». Master's thesis, METU, 2010. http://etd.lib.metu.edu.tr/upload/12612375/index.pdf.

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The thesis attempts to provide an analysis of the role of trade union membership in the formations of trade union consciousness and worker identity and the assumption that the trade union membership is influential in the formation of worker identity is tested in this study. It is mainly based upon a field study conducted in Railcar Factory of TÜ
VASAS in Sakarya, makes a comparison between union member workers and non-union member subcontractors in terms of the formation of trade union consciousness and worker identity. It will also be possible to point out concretely that the formations of trade consciousness and worker identity are analysed through perceptions, consciousness and attitudes by taking the social, economic and political dimensions into consideration. It is analysed that the trade union membership has not a significant influence on the formation of worker identity and there are no big differences among the union member workers and subcontractors in terms of the aproaches towards trade unionism, working class consciousness and worker identity.
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Ahlander, Jonas. « Ekonomi och politik under strukturell omvandling : Godstrafiken och de fackliga organisationerna 1922–1972 ». Thesis, Uppsala universitet, Ekonomisk-historiska institutionen, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-447020.

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The thesis studies the Swedish government policy of freight transports during a period ofstructural change since the 1920s. The focus is on the 1963 Transport Act, which introduced amore market-oriented approach. The views of the trade unions during this process areanalysed in more detail. Frequent financial problems of the railways were the main driverbehind different policy decisions in the Swedish Parliament, such as the nationalisation in1939, tightened quantity control of road freight transports, as well as the liberalisation in 1963and its abrupt cancellation 5 years later. No policy change was implemented without thesupport of Statens Järnvägar, the state-owned railway. Unions were sceptical to theliberalisation programme and preferred varying degrees of regulation and planning, althoughstated in general terms. They also agreed on the need for quantity control for most of theperiod, but for different reasons. After supporting Transport workers resistance toliberalisation of quantity control in the late 1940s, LO, the peak organisation, became morepositive in the 1960s, which created a split between the unions. As the problems for therailways deepened later, LO joined the Railway workers in support for rigorous transportplanning, which was fiercely resisted by the Transport Workers, which further increased therift.
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Kostet, Daniel. « Railway bridges with floating slab track systems : Numerical modelling of rail stresses - Dependence on properties of floating slab mats ». Thesis, Luleå tekniska universitet, Byggkonstruktion och -produktion, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-67297.

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The increased use of continuously welded rails in the railway systems makes it necessary to increase the control of the rail stresses to avoid instability and damages of the rails. Large stresses are especially prone to appear at discontinuities in the railway systems, such as bridges, due to the interaction between the track and the bridge. The interaction leads to increased horizontal forces in the rails due to the changed stiffness between the embankment and the bridge, temperature variations, bending of the bridge structure because of vertical traffic loads and braking and traction forces. If the compressive rail stresses become too high it is necessary to use costly and maintenance-requiring devices such as rail expansion joints and other rail expansion devices. These devices increase the railway systems life cycle cost and should if possible be avoided. The use of non-ballasted track on high-speed railways, tramways and subways, has increased since this kind of track requires less maintenance and according to some investigations have a lower life cycle cost compared to ballasted track. The non-ballasted track is usually made of a track slab to which the rails are connected through fastenings. The track slab is connected to the bridge structure and held in place by shear keys. When non-ballasted tracks are used in populated areas it is sometimes necessary to introduce some vibration and noise damping solution. One of the possible solutions is to introduce a floating slab mat (elastic mat) under the track slab on the bridge. The influence of the floating slab mats properties on the rail stresses is investigated in this degree project. The investigation was performed through a numerical modelling of two railway bridges using the finite element software SOFiSTiK. The results from the investigation showed that there was a small reduction of the compressive rail stresses by approximately 3 – 7% (depending on the stiffness of the elastic support, load positions and the properties of the mat) when a mat was installed under the track slab. The results from the investigation also showed that there was a small reduction (up to approximately 1 %) of the compressive stresses in the rail when the thickness of the mat was increased, and the stiffness of the mat was reduced. This reduction of the compressive stresses is assumed to be caused by the mat being mounted on the sides of the shear keys. The lower stiffness of the mat allows the track slab and the bridge deck to move more freely parallel to each other in the horizontal direction. This leads to a decrease of the stresses in the rail due to a lower interaction between the track and the bridge. It was also shown that the rail stresses increased if the friction between the slab mat and the bridge deck was considered. This is because of an increase of the interaction between the track and the bridge due to the mats horizontal stiffness.
Den ökade användningen av kontinuerligt svetsade räler i järnvägsnäten i världen leder till en ökad kontroll av rälsspänningarna för att undvika instabilitet och skador på rälsen. Särskilt vid en diskontinuit i järnvägssystemet, som vid broar, kan stora tillskottspänningar i rälsen uppstå till följd av interaktionen mellan spår och bro. Interaktion leder till ökade horisontella krafter som verkar på rälsen och beror på den förändrade styvheten mellan järnvägsbank och bro, temperaturvariationer, nedböjning av bron på grund av vertikala trafiklaster samt broms- och accelerationskrafter. Om spänningarna i rälsen blir för stora behöver kostsamma och underhållskrävande dilatationsfogar införas. Dessa dilatationsfogar ökar järnvägssystemets livscykelkostnad och är något som ska undvikas att införas i den mån det är möjligt. Användningen av ballastfritt spår för höghastighetsjärnvägar, spårvägar och tunnelbanor ökar på grund av att dessa spår kräver mindre underhåll och har enligt vissa undersökningar en lägre livscykelkostnad i jämförelse med ballasterat spår. Ballastfritt spår består oftast av en betongplatta till vilken rälsen är kopplad genom befästningar. Plattan är i sin tur kopplad till underbyggnaden genom skjuvförbindare som håller plattan på plats. När ballastfritt spår används i bebodda områden är det ibland nödvändigt att ta till vibrations- och ljuddämpande åtgärder. En åtgärd som används på brokonstruktioner för att minska vibrationer och ljudföroreningar är att montera en vibrationsdämpande matta, som är tillverkad av ett elastiskt material, mellan betongplattan och broöverbyggnaden. I detta examensarbetet undersöks hur den vibrationsdämpande mattans egenskaper påverkar rälsspänningarna. Resultaten från undersökningen visar att spänningarna i rälsen minskar med cirka 3–7 % (beroende på det elastiska stödets styvhet, lastpositioner och mattans egenskaper) när en elastisk matta installeras under spårplattan i jämförelse med när ingen matta används. När mattans tjocklek ökar och när styvheten sänks minskar spänningarna med cirka 1 % i jämförelse mellan den tjockaste och tunnaste mattan. Denna minskning av spänningarna antas bero på att den vibrationsdämpande mattan som är monterad på sidan av skjuvförbindarna ger en möjlighet för spåret och bron att förskjutas fritt parallellt varandra innan en interaktion mellan spår och bro uppstår. Det visade sig även att om friktionen mellan mattan och broöverbyggnaden medräknas ökar spänningarna i rälsen. Detta beror på att mattan då skapar en större interaktion mellan spåret och bron gentemot fallet då mattans horisontella styvhet inte beaktas.
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Kvarnström, Lars. « Män i staten : stationskarlar och brevbärare i statens tjänst, 1897-1937 ». Doctoral thesis, Stockholms universitet, Historiska institutionen, 1998. http://urn.kb.se/resolve?urn=urn:nbn:se:su:diva-45709.

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The employer, the state, long had the right to unilaterally set wages and determine working conditions. The goverment employees lacked the right to negotiate and sign agreements and to strike. This dissertation focuses on government employees, analyzing their identity and the strategies they chose to deal with their relationship to their employer. The perspective is that of the railway stations staff, postmen and other low-ranking civil servants employed by the Swedish National Railway and the Royal Post Office 1897-1937. The state became bureaucratized during the latter part of the 19th century. Bureaucratization of the goverment´s status as employer was necessary, but at the same time not sufficient to meet the demands of securing operations and of loyal personnel. Therefore bureaucratization was combined with other strategies, especially patriarchalism at the beginning of the 20th century. Through the growth of a discourse concerning "we in the department" strong bonds were created between superiors and subordinates in the department. Later the bureacracy was combined with corporative elements in the employer strategy of the state. For the Railway Workers´Union and the Postal Workers´Union a political strategy became the main and natural choice, considering the employer´s position of superiority. The political role of the employer was a foundation for the state employees´choise of strategy. This political strategy was one of servility and respect at the beginning of the 20th century, but later on borrowed elements of and actual content from trade union and professional strategies. The ideal for a state employee became that of a man with regular post who wore a uniform. There was a close connection between the collective identity of lower civil servants and the identity they were ascribed by their employer. Because of the strenght of the masculine identity this bore the characteristics of brotherhood.
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Dvořák, Petr. « Systém pro detekci vlakových náprav a jejich číslování dle Mezinárodní železniční unie ». Master's thesis, Vysoké učení technické v Brně. Fakulta informačních technologií, 2015. http://www.nusl.cz/ntk/nusl-235001.

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The diploma thesis deals with design and development of the system which detects and numbers train carriages in compliance with International Union of Railways. Firstly, methods for correct detection of passing wheel including time records are analysed. Also, the summary of detection sensors used in railway industry is referred. I analyse meaning of each digit in numbering according to the UIC. The system solution is designed and the interaction and communication with other sub-systems is discussed. I put emphasis on the kind of solution that returns as accurate record as possible under any circumstances. The system operates in real time. Further, the results of measuring program are back-tested in order to verify low-deviation of measuring system component. The following section describes program prototype, which processes the recorded data. The algorithms which I used for the detection of wheel and train carriages are described. In the following chapter I discuss the usage of an external camera detecting the numbers in accordance to the UIC. In the last chapter, I describe the test environment in which the solution has been tested, and summarize the results of tests on a real life railway.
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Livres sur le sujet "Railway unions"

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Chakrabarty, Nrisingha. History of railway trade union movement : A study. New Delhi : Centre of Indian Trade Unions, 1985.

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Queen's University (Kingston, Ont.). Industrial Relations Centre., dir. Deregulation of the Canadian railway industry : Its effects on unions. Kingston, Ont : Industrial Relations Centre, Queen's University at Kingston, 1989.

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1928-, Sibeko Archie, dir. An oral history of the South African railway and harbour workers union, 1936-1998. Randburg : Ravan Press, 2000.

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The crisis of 1974 : Railway strike and the rank and file. Delhi : Primus Books, 2016.

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Respectable radicals : Studies in the politics of railway trade unionism. Aldershot, Hants, U.K : Ashgate, 1999.

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Railway, San Francisco Municipal, et United Public Employees. Local 790., dir. Agreement between San Francisco Municipal Railway and United Public Employees Union Local 790. [San Francisco, CA ? : San Francisco Municipal Railway?, 1989.

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Moffat, Hugh. East Anglia's first railways : Peter Bruff and the Eastern Union Railway. Lavenham : Terence Dalton, 1987.

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United States. Congress. House. Committee on Energy and Commerce. Subcommittee on Transportation and Hazardous Materials. National rail strike : Hearing before the Subcommittee on Transportation and Hazardous Materials of the Committee on Energy and Commerce, House of Representatives, One Hundred Second Congress, first session, including H.J. Res. 222, a resolution to provide for a settlement of the railroad labor-management disputes between certain railroads represented by the National Carriers' Conference Committee of the National Railway Labor Conference and certain of their employees, April 17, 1991. Washington : U.S. G.P.O., 1991.

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Sheffer, Warren James. Railway bound : The CBRE, the ACCL and the development of a national working-class community, 1908-1930. Ottawa : National Library of Canada = Bibliothèque nationale du Canada, 1997.

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1953-, Lee Jenny, dir. In the service ? : A history of Victorian Railways workers and their union. South Yarra, Victoria [Australia] : Hyland House, 1991.

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Chapitres de livres sur le sujet "Railway unions"

1

Wu, Aitchen K. « Construction of Chinese Eastern Railway ». Dans China and the Soviet Union, 73–95. London : Routledge, 2022. http://dx.doi.org/10.4324/9781003336341-6.

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Wu, Aitchen K. « Sale of the Chinese Eastern Railway ». Dans China and the Soviet Union, 234–47. London : Routledge, 2022. http://dx.doi.org/10.4324/9781003336341-18.

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Turner, Arthur. « The Growth of Railway Unionism in the Rhodesias, 1944–1955 ». Dans The Development of an African Working Class, 73–98. London : Routledge, 2023. http://dx.doi.org/10.4324/9781003455769-6.

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Kawanishi, Hirosuke, et Ross E. Mouer. « From the Minority to the Majority : The Push for Majority Status by One Union at a Private Railway Company ». Dans Enterprise Unionism in Japan, 364–420. London : Routledge, 2021. http://dx.doi.org/10.4324/9781315788517-14.

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Huntley, David, Drew Rotheram-Clarke, Kelvin Sattler et David Elwood. « Surficial Geology and Geomorphology of the North Slide, Thompson River Valley, British Columbia, Canada : Application of Fundamental Geoscience Information to Interpretations of Geospatial Monitoring Results ». Dans Progress in Landslide Research and Technology, 221–38. Cham : Springer Nature Switzerland, 2023. http://dx.doi.org/10.1007/978-3-031-44296-4_10.

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AbstractOur study focuses on a slow-moving landslide in the Thompson River valley, south-central British Columbia, Canada, that has posed a hazard to the national railway transportation corridor since 1880. Real-time kinematic global navigation satellite systems, unoccupied aerial vehicles, and satellite synthetic aperture radar interferometry time-series show significant displacement encroaching on railway infrastructure. In this paper, geospatial relationships between landslide distribution and specific terrain features, and the environmental conditions triggering instability are determined from field-based geological observations. We describe how earth material stratigraphy, textures, and penetrative planar structures are important controls on sub-surface drainage, and how these factors influence the style, timing, and rate of slope displacement. West of the railway tracks, slide scarps extend across the toe slope, corresponding to narrow zones of high displacement, presence of perennial springs and seepage, and cutbank erosion along the river channel. Fluvial incision exposes weak, failure-prone units at the base of the fill sequence, and with ongoing channel migration promotes instability by altering landslide toe geometry. Currently, the zone of potential displacement does not extend upslope into the inactive (1880) main slide body, east of the tracks. Seasonal variations in hydrogeological conditions influence the spatial and temporal patterns of surface water and groundwater flow, in turn controlling the distribution of translational-rotational displacement of slide blocks, and rates of movement on reactivated shear surfaces that extend under Thompson River. Slope failure occurs along weak, sub-horizontal shear zones within poorly drained glaciolacustrine clay and silt units, overlain by rapidly drained glaciofluvial outwash gravel, and imperfectly drained till diamicton. River levels exert a complex control on landslide stability, influencing hydraulic gradients within the basal glaciolacustrine unit, particularly along rupture surfaces within it. Ground displacement occurs while river levels are at their lowest between February and March, before peak flows in June, or after July until December while storm-fed river levels progressively lower to the next winter minimum. Groundwater levels remain elevated in the slide body throughout the year, contained in porous gravel and sand beds, and along brittle fractures and sub-horizonal shear zones in silt-clay varve beds. Geospatial and temporal change-detection monitoring of active landslides and at-risk infrastructure, when benchmarked with terrain and hydrogeological observations, is a cost-effective hazard management practice that provides important geoscience information to help develop appropriate early warning, mitigation, adaptation, and risk reduction measures.
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Mavor, James. « The Scottish Railway Strike 1891 A History and Criticism ». Dans British Trade Unions 1707–1918, 199–264. Routledge, 2021. http://dx.doi.org/10.4324/9781003192060-10.

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Fraser, W. Hamish. « Amalgamated Society of Railway Servants, General Railway Workers’ Union, United Pointsmen and Signalmen’s Society, Railway Clerks’ Association. Re Amalgamation. Report of Conference Held in the Deansgate Hotel, Manchester, On The 3rd February, 1906 ». Dans British Trade Unions, 1707–1918, 95–106. Routledge, 2021. http://dx.doi.org/10.4324/9781003192077-9.

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Fraser, W. Hamish. « Enginemen and the Amalgamated Society of Railway Servants. An Argument for One Union ». Dans British Trade Unions, 1707–1918, 71–93. Routledge, 2021. http://dx.doi.org/10.4324/9781003192077-8.

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Hardie, J. Keir. « J. Keir Hardie, M.P. Killing No Murder ! The Government and the Railway Strike What Caused the Recent Railway Strike ? Who Settled It ? For What Purpose were the Troops Called Out ? » Dans British Trade Unions, 1707–1918, 385–408. Routledge, 2021. http://dx.doi.org/10.4324/9781003192077-25.

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Fraser, W. Hamish. « Amalgamated Society of Railway Servants of England,. Ireland, Scotland, and Wales. Head Offices : 72, Acton Street, Gray’s Inn Road, London, W.C. The Attack Upon The Amalgamated Society of Railway Servants By The Associated Society of Locomotive Engineers and Firemen. The A.S.R.S. Reply ». Dans British Trade Unions, 1707–1918, 107–18. Routledge, 2021. http://dx.doi.org/10.4324/9781003192077-10.

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Actes de conférences sur le sujet "Railway unions"

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Khadem-Sameni, Melody, Alex Landex et John Preston. « Revising the UIC 406 Method : Revenue Generating Capacity ». Dans 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36281.

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The UIC 406 method has been published by the International Union of Railways (UIC) in 2004 and quantifies capacity utilisation for a given infrastructure. It is generally suitable for capacity analysis in European railways that are focused mainly on passenger operations and run according to exact timetables. This method defines railway capacity as “the total number of possible paths in a defined time window, considering the actual path mix or known developments respectively”. To measure the railway capacity consumption, timetable graphs can be used where by the given infrastructure and the type of rolling stock are implicitly included as they determine the size of the blocking stairs. The capacity consumption is measured by compressing the timetable graphs so that the buffer times are equal to zero. This paper adopts a system approach toward railways and describes the interactions between its different subsystems. Infrastructure management is discussed in the context of performance evaluation. The significance of timetable is stressed as what links all railway subsystems together, determining performance of the whole railway system. Timetable characteristics that affect railway capacity are discussed followed by current theoretical methods to evaluate railway capacity by compressing the timetable. Some of the weaknesses of the UIC 406 method are identified and discussed. To tackle them, the authors define a new term as “Revenue generating capacity” that analyses capacity utilisation according to an estimation of revenue, taking into account wider socio-economic benefits. A weighted UIC method that considers a proper weight for different types of trains that takes into account the revenue generated based on the train type, load factor as well as probability and costs of delays is suggested for further research.
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Kralj, Stjepan, et Darko Šarić. « Possibilities of railway connection between Rijeka and Trieste within the European TEN-T network ». Dans 6th International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2021. http://dx.doi.org/10.5592/co/cetra.2020.1227.

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In the existing railway network of the Republic of Croatia there is no direct connection between Rijeka and Trieste via Istria. It is theoretically possible to achieve this indirectly through several railway lines crossing Slovenia. As a result, our largest peninsula of Istria has remained completely isolated from the rest of the country from the point of view of rail transport. Trieste-Rijeka section is not included in the Mediterranean corridor, that is, in the basic TEN-T network. Some research [1], [2], [5] and facts show that there are numerous reasons for the construction of a new modern railway line between Rijeka and Trieste, which could be of great importance in the transport, technological and economic system of the Republic of Croatia and the European Union. The new concept of railway connection between Rijeka and Trieste envisages the construction of a new high-efficiency two-lane railway across the territory of Istria and partly across the territory of the Republic of Slovenia. In fact, the construction of a new railway line is foreseen on the Rijeka - Jurdani - Divača route, while the Divača - Trieste section is foreseen for reconstruction and modernization within the investment program of the Mediterranean Corridor. According to above research, this connection can be achieved in two ways: according to the first, the connection can be achieved by upgrading and modernizing existing lines on the route Jurdani - Pivka - Divača, and the second, by constructing a new line on the route Jurdani - Lupoglav - Divača. This second method of connection has the advantage in that it directly connects the Istrian railways into a complete system of Croatian railways.
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Muț, Clara Elena, Ciprian Beniamin Benea Benea, Adrian Negrea, Secara-Onita Adina et Catarig Andra. « EUROPEAN UNION, ROMANIA AND RAILWAY TRANSPORT ». Dans Fourth International Scientific Conference ITEMA Recent Advances in Information Technology, Tourism, Economics, Management and Agriculture. Association of Economists and Managers of the Balkans, Belgrade, Serbia, 2020. http://dx.doi.org/10.31410/itema.2020.143.

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This paper aims to present the role railway transport plays in European Union and in Romania. The importance of this mode of transport is shortly put to the reader forefronts, while at the same time there is presented its share in land transport market. Road transport has its advantages, but its market share cannot be motivated only by market considerations; there are other factors which put this type of transport on a predominant position. The advantages of rail transport are presented face-to-face with road transport especially for passengers’ transport, how railway transport can gain a greater share in land transport market, and how it can contribute to create the conditions of a more sustainable future.
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Khadem-Sameni, Melody, John Preston et John Armstrong. « Railway Capacity Challenge : Measuring and Managing in Britain ». Dans 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36280.

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In the European Union, the total length of railway lines has decreased since 1970, mainly by abandoning very old routes such as those to coal mines. However, there has been huge growth in the transport of goods and passengers due to economic growth and globalization. Accommodating more passengers and goods on less infrastructure has resulted in the railway capacity challenge. The highest rate of growth in passenger kilometres in Europe belongs to Britain, where a rise of 42.2 percent has been achieved in the period 1995–2006 while the total length of railway lines has decreased from 19,330 route km in 1970 to 16,321 km in 2008. Railways originated from Great Britain therefore old tracks along with huge growth in railway transportation in recent years and inadequate infrastructure have resulted in a serious railway capacity challenge. This paper reviews different definitions of railway capacity, discusses issues for it (including having one degree of freedom for movement, constant need for maintenance due to wear caused by wheel-rail interaction and domino effect) and examines underlying infrastructure, traffic and operating parameters that affect capacity utilisation. Current methods for analyzing capacity utilisation are investigated: theoretical formulae, parametric and mathematical models and various simulation software. For tackling the capacity challenge, a hierarchy of soft and hard measures that can be deployed to increase capacity is proposed. Some of the latest initiatives in Britain to tackle railway capacity challenge and using the current infrastructure efficiently are analyzed including Network Modeling Framework (NMF), Delivering a Sustainable Railway, High Level Output Statement (HLOS) and Route Utilisation Strategies (RUSs). In the end, five policies that can contribute to better utilising capacity in Britain are suggested.
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Abramović, Borna, et Kristijan Šugić. « Challenges for organisation of container trains between China and European Union ». Dans 7th International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2022. http://dx.doi.org/10.5592/co/cetra.2022.1400.

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In the last few years, maritime transport between China and European Union has experienced huge capacity limitations and enormous delays. An alternative has emerged in railway transport. Currently, railway transport is less time consuming but is more expensive. So, there are optimisation challenges in organising transport of goods between China and European Union. Naturally, only goods in containers are transferred to railway transport as they will probably be able to bear the more expensive transport costs considering the reduction in transport time. Since 2013, China has been implementing the Belt and Road Initiative strategic plan to create a single market. One part of the plan also refers to establishing land connections, mainly by railway, between China and the European Union. There are currently four main corridors: (1) Northern, (2) Mongolian, (3) Southern, and (4) the New Silk Road. The most significant challenges can be divided into technical and organisational. The main technical challenge is the different track gauges that cause loading limits and loading gauge issues. The main organisational challenge is different customs procedures, operational rules, and administration tasks. This paper analyses the corridors used for railway transport of containers between Asia and European Union. We tackle issues regarding the technical and organisational obstacles. We have analysed container equipment, transloading equipment, railway vehicles, and terminals on the technical side. After that, we collected and analysed statistical data regarding traffic flows. We made a detailed analysis of the organisational process. According to our analysis, we have proposed organisational improvements that facilitate the overall transport of containers between China and European Union.
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Cordera Piñera, Rubén, Roberto Sañudo, Luigi Dell'Olio et Ángel Ibeas. « Demand prediction model for regional railway services considering spatial effects between stations ». Dans CIT2016. Congreso de Ingeniería del Transporte. Valencia : Universitat Politècnica València, 2016. http://dx.doi.org/10.4995/cit2016.2016.4053.

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The railways are a priority transport mode for the European Union given their safety record and environmental sustainability. Therefore it is important to have quantitative models available which allow passenger demand for rail travel to be simulated for planning purposes and to evaluate different policies. The aim of this article is to specify and estimate trip distribution models between railway stations by considering the most influential demand variables. Two types of models were estimated: Poisson regression and gravity. The input data were the ticket sales on a regional line in Cantabria (Spain) which were provided by the Spanish railway infrastructure administrator (ADIF – RAM). The models have also considered the possible existence of spatial effects between train stations. The results show that the models have a good fit to the available data, especial the gravity models constrained by origins and destinations. Furthermore, the gravity models which considered the existence of spatial effects between stations had a significantly better fit than the Poisson models and the gravity models that did not consider this phenomenon. The proposed models have therefore been shown to be good support tools for decision making in the field of railway planning.DOI: http://dx.doi.org/10.4995/CIT2016.2016.4053
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Sarpalius, Domininkas, et Raimondas Grubliauskas. « APPLICATION OF LOW HEIGHT NOISE BARRIERS TO REDUCE RAILWAY NOISE ». Dans 25-osios jaunųjų mokslininkų konferencijos „Mokslas – Lietuvos ateitis“ teminės konferencijos APLINKOS APSAUGOS INŽINERIJA. Vilniaus Gedimino Technikos Universitetas, 2022. http://dx.doi.org/10.3846/aainz.2022.001.

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Railway noise is growing a global problem and the low height barrier may be the future for reducing noise from railways. Railroads are usually designed in cities, near buildings. Every day, in the European Union, some 12 million people are exposed to railway noise. Long term noise exposure can increase human health problems. At a lower level it may cause lower concentration at work, harder relaxation at home or even in the nature. In the worst cases, noise pollution may contribute to serious health issues including hearing damage, hypertension, headache and insomnia. Low height barriers may have high efficiency, but distance between source and barrier should always be the same. This type of barrier has a limited perspective of usage, one of the best situations – near railways. High barriers usually cover the view, and their installation has a large cost. But there are more disadvantages to high walls: they effect reflection sunlight, and frequently high barriers (which are 5 metres or more) may provoke claustrophobia in drivers while they are passing through. Low height barriers never cover the view, they have half the cost of installation, and may be constructed in a variety of shapes: such as Y, T, pearl, cylindrical, and arrows. The use of low-height barriers involves 50% less investment than high barriers. Low-height barriers effectively contain noise levels, with an effectiveness of 4 dB for a 1-metre barrier and 8 dB for a 2-metres barrier.
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Lautala, Pasi T., Rosa´rio Ma´ca´rio, Jo¨rn Pachl, J. Riley Edwards et William J. Sproule. « Developing Railway Higher Education in the European Union and United States ». Dans 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36025.

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Congestion, emissions generated by transportation, increasing fuel costs and expanding demand for mobility have revived the interest for modern rail transportation throughout the world. Simultaneously, expansion of global trade and increasing demands for technology to improve the safety and productivity of the industry are creating a new environment that requires a different way of thinking when developing railway systems. Overall, the authors believe that current changes provide a fertile ground for institutions of higher education in the United States and the European Union (EU) to increase their transatlantic cooperation in education and research. Recent studies related to railway higher education have been undertaken in Europe and the United States. The European Rail Research Network of Excellence (EURNEX) conducted a study to develop and organize educational and training activities in participating higher education institutions. In Germany, a comprehensive inventory was conducted to define the current level of rail transportation activities in higher education institutions. In the United States, American Railway Engineering and Maintenance of Way Association (AREMA) conducted a study to determine the type and extent of rail education currently offered on campuses. In addition, a benchmarking study was performed by Michigan Tech University to investigate rail education and recruitment at universities with the objective to define the quantitative and qualitative demands for rail engineers by industry employers. This paper presents a synopsis of these past studies and introduces an on-going “TUNRail” project to “tune” and intensify the railway higher education knowledge exchange and collaboration between the EU and the United States.
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Belinić, Barbara, et Petra Šantek. « Detailed design of stage a Križevci-Koprivnica railway corridor ». Dans 7th International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2022. http://dx.doi.org/10.5592/co/cetra.2022.1391.

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Due to its great geological and transport position, Croatia is part of important international transport corridors and was included in the Trans-European Transport Network when it joined the European Union. The next ten years will be marked by investments in railway infrastructure projects worth an estimated 4.4 billion euros. One of the most important and financially challenging investments are the RH1 and RH2 corridors. Part of the RH2 corridor is the Križevci-Koprivnica line, which runs under the M201 railway line. The construction of the Križevci-Koprivnica line is divided into four stages. The subject of this article is the description of the substructure, drainage and objects of Stage A from Križevci station to Lepavina station. The biggest horizontal reconstruction is expected in front of Lepavina station. The reconstruction of the horizontal and vertical geometry will allow passengers to travel faster, up to 160 km/h. Major infrastructural investments in railways are just around the corner and will bring benefits, both to individuals and society. Future rail passengers can expect safer, more comfortable and faster transport. Better mobility of passengers and goods will promote the development of Croatian regions as well as demographic and economic progress.
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Cockle, John. « Risk Acceptance and Application of the Common Safety Method in the United States ». Dans 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5747.

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The Federal Railroad Administration (FRA) has published a Notice of Proposed Rulemaking (NPRM) that will require passenger rail operators in the United States to develop a System Safety Program using a risk-based hazard management approach. Identified as 49 CFR, Part 270 System Safety Rule [1], the NPRM describes the basic requirements for a system safety program plan, including the need for a method for accepting risk. The NPRM does not, however, identify how the responsible party should actually go about managing risk. That is left up to the railways themselves. In Europe, hazard management is applied in the railroad industry (including high-speed rail systems) under the regulatory authority of the European Union. European Commission Regulation 352/2009/EC [2] outlines a Common Safety Method (CSM) on Risk Evaluation and Assessment for Railways of the European Union, commonly known as the CSM Regulation and the heart of the railway safety program in Europe. The CSM Regulation includes the standard risk assessment process elements: identification of the hazards, corresponding risks, mitigation measures to reduce the risk, and the resulting safety requirements to be fulfilled by the system under assessment. What sets the CSM Regulation apart from other risk assessment programs is that it provides a methodology for determining when acceptable risk is achieved. The risk acceptability of the system under assessment is evaluated using one or more of the following risk acceptance principles: a) The application of relevant codes of practice; b) A comparison with similar systems (reference systems); c) Explicit risk estimation. In essence, the responsible party can accept risk that has either been regulated to an acceptable level by an authority having jurisdiction or a widely-accepted industry practice, or if the risk has been successfully addressed by a similar railway system through that railway’s engineering and operational controls. If neither of these cases applies the responsible party can estimate the risk and choose to accept it or not. A common approach, even internationally, is to develop an explicit risk estimation process based on the U.S. Department of Defense Military Standard 882E (MIL-STD-882E) [3]. Safety hazards are identified, analyzed for risk (severity and probability), and mitigations are progressively applied until a level of safety is achieved that is as low as reasonably practicable. The California High-Speed Rail Authority (CHSRA) has adopted a risk-based hazard management program to achieve an acceptable level of safety for the design, construction, implementation and operation of the California High-Speed Rail System. CHSRA has deliberately used both domestic and international guidance and standards in the development of this program in an effort to apply the most up-to-date processes and philosophies, and to draw upon the impressive safety legacy of international high-speed railway operators. This paper will describe the relevant regulations and guidance (both domestically and internationally), review the elements of a risk acceptance program based upon the CSM Regulation, and apply the program to a select set of hazards to demonstrate how appropriate mitigations can be determined and residual risk accepted. The paper will also identify potential future applications for the CSM Regulation here in the United States, and will challenge the reader to manage hazards using a risk-based approach that incorporates the basic framework of the CSM Regulation.
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