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Artykuły w czasopismach na temat "Edinburgh and Northern Railway Company"
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Article, Editorial. "NORTHERN LATITUDINAL RAILWAY". World of Transport and Transportation 15, nr 2 (28.04.2017): 140. http://dx.doi.org/10.30932/1992-3252-2017-15-2-29.
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[For the English full text of the article please see the attached PDF-File (English version follows Russian version)].Russian Railways and Pubic Joint Stock Company Gazprom have signed on 30 March 2017 an agreement on the joint implementation of an investment project to construct the Northern Latitudinal Railway (NLR) Obskaya- Salekhard- Nadym- Pangody- Novy Urengoy- Korotchaevo and its railway approaches. Based on releases of press service of JSC Russian Railways
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Defraeye, Piet. "Say Nothing by Ridiculusmus: The Northern Irish Conflict in a Suitcase". Canadian Theatre Review 124 (wrzesień 2005): 86–87. http://dx.doi.org/10.3138/ctr.124.015.
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David Woods and Jon Hough, two British actors who form the theatre company Ridiculusmus, are both pursuing PhDs in Comedy at the University of Kent. They know a thing or two about comedy and have strutted their stuff touring on various stages. Their Edinburgh Festival Three Men in a Boat (1992), inspired by Jerome K. Jerome’s satirical novel, was one of their early successes. As much as Jerome’s novel hinges on place and space, so does their latest show, Say Nothing, part of the High Performance Rodeo and also on tour in Vancouver and Edmonton.
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Kichigina, Irina. "«One Belt - One Way»: Characteristics of the Largest Partner Companies of the Project". Russian and Chinese Studies 4, nr 3 (28.11.2020): 214–27. http://dx.doi.org/10.17150/2587-7445.2020.4(3).214-227.
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The global economic development project, called «the Silk Road», as well as «the One Belt — One Road» initiative, implemented on the basis of an initiative of the PRC government, combines many areas and individual projects. Each of them — the northern, southern and marine ones, requires significant investments and sound political decisions. The PRC is working in this direction today, redistributing resources for development of each branch of «the Silk Road». The confidence in the need of developing not only the economy, but also the socio-social relations, the culture of the territories of penetration, creates special requirements for both direct developers and companies implementing projects in terms of the global initiative. In the annual summaries of economic and exchange news, of course, a special place is occupied by information about the leaders of the project. Among dozens of the leaders, one can single out the top three companies that have made a massive investment breakthrough over the past three years. Among these companies is the All-China Civil Engineering Corporation operating on the open market since 2007 after a series of structural transformations of the largest leaders in construction and oil sectors. The second place is occupied by the company «Chinese Railways», the number of personnel of which today exceeds 10 million people. The third place belongs to the Chinese Railway Construction Company, as the successor to the Chinese Railway Engineering Corps. These three leaders in this article are analyzed on the basis of exchange indicators (all companies have the form of public companies), as well as financial reporting indicators. To compare the activity intensity of the silk road investors, the article presents the data of the Russian PJSC «Gazprom».
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Zamberi Ahmad, Syed, i Norita Ahmad. "Etihad Rail: a new way to change a business landmark in the United Arab Emirates". Emerald Emerging Markets Case Studies 6, nr 3 (23.11.2016): 1–16. http://dx.doi.org/10.1108/eemcs-01-2015-0008.
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Subject area The subject areas are strategic management, transportation management and business management. Study level/applicability This case is useful for undergraduate and postgraduate level students majoring in strategic management, transportation management and business management. Case overview Etihad Rail Company is planning to implement a mega infrastructure project in the United Arab Emirates (UAE). They have included freight rail system as part of the 2030 Abu Dhabi economic vision and the UAE national Charter 2021. The plan is to link the UAE’s main cities via the Gulf Cooperation Council (GCC) border. This ambitious project presents a formidable task for the Etihad Rail Company and the region, as there is no previous railway history of this kind. The project requires coordination of rail standards from East of Ghwefatet and the Northern Emirates cities and will ultimately be combined with the Western Saudi Arabia borders. The transportation system in the region will be improved greatly with the introduction of a cargo and passenger railway system in addition to the current road system and other means of transportation. The Etihad railway network is the first infrastructure project in the UAE, and it will bring economic, strategic, social and environmental changes to the country. This case aims to present an overview of the strategic management dimensions of the Etihad Rail and the processes involved. This case will analyze whether Etihad’s top management team should make a decision to focus only on freight rail or to include passenger transportation as well. Many questions will be addressed in this paper such as the following: What steps should Etihad take to start passenger rail? Will economical, strategic and environmental aspects affect it? And if so, how? The case will focus on the analysis of the different aspects of Etihad Rail by using strategic management tools as guidance for implementation and determining its success factors. Expected learning outcomes In this case, the students can learn and understand the purpose of commencing cargo rail projects in the region; discuss the mechanisms which help in promoting sustainability and the business growth of Etihad Rail; and identify the challenges and issues freight rail may face in terms of legal, economic and environmental aspects and identify and alternative solutions. Supplementary material Teaching notes are available upon request. Subject code CSS 11: Strategy.
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Khodjakov, Mikhail V. "The Manchurian Agricultural Society and Attempts to Establish a Colonization Bank in 1914-1915". RUDN Journal of Russian History 19, nr 3 (15.12.2020): 673–83. http://dx.doi.org/10.22363/2312-8674-2020-19-3-673-683.
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Based on materials from the Russian State Historical Archive of the Far East and a number of other sources, the present article examines the activities of the Manchurian Agricultural Society (MAS). Founded in Harbin in 1912, MAS was actively involved in the developing of fertile land along the SinoEastern Railway (Kitaisko-vostochnaia zheleznaya doroga) strip. As the article points out, the leadership of the Company also came up with plans for the colonization of Northern Manchuria, the territory of which belonged to China. So far historians never considered the activities of MAS from this angle; MAS has so far been credited with the role of a conductor of Russian agricultural knowledge, through training specialists for agriculture in Manchuria and offering agro-technical education to the population living along the Sino-East Railway. Until Russia entered the First World War, MAS had some chances of obtaining support for its project in commercial and industrial circles, which were interested in strengthening Russian influence in northeast China. The author notes that serious adjustments in the activities of MAS were due to changes in the international political situation in 1914-1915. Circles in the Russian government were interested in maintaining friendly relations with their eastern neighbors, China and Japan. It is shown that in the changing political environment, without receiving support from the Russian government and the Governor-General of the Amur Province, the Company was able to redirect its activities. Its leadership concentrated on trying to create a special Colonization Society and a subsidizing Colonization Bank, whose funds were to be composed of shares, bonds, and treasury subsidies. The goal of this new Society and the Bank was to support Russia's economic undertakings in the Far East - the organization of agricultural and industrial enterprises, and the provision of financial and technical assistance to them. However, the First World War, which went very badly for Russia, did not allow for a realization of these plans. The problems of the colonization of the region were not resolved.
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van Criekinge, Jan. "Historisch Overzicht van de Spoorwegen in West-Afrika". Afrika Focus 5, nr 3-4 (15.01.1989): 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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Puppe, Ian. "“With All The Ghosts that Haunt the Park...”: Haunted Recreation in Brent (Ontario)". Ethnologia Actualis 21, nr 1 (1.06.2021): 82–101. http://dx.doi.org/10.2478/eas-2021-0022.
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Abstract When I first visited Brent, the defunct logging village, now campgrounds in the northern reaches of Algonquin Provincial Park I went searching for ghost stories. Often described as a “ghost town,” Brent has been occupied since the earliest days of logging in the Ottawa River/Kiji Sibi Valley and holds an important place in the oral history of the Park. The village was a place where many died after violent accidents during the timber rush of the eighteen-hundreds, where Algonquin Anishinaabe Peoples had camped and likely held a village of their own prior to colonization. Brent was once a bustling community, the former site of the Kish-Kaduk Lodge and an important railway stopover during the First World War. Further, Brent was home to the last year round resident of the Park. Mr. Adam Pitts, known to many local cottagers as the “Mayor” passed away in his home in 1998 one year after the railroad tracks were removed by the Canadian National Railway Company and the electricity was shut off. Now his cottage is a ruin some claim to be haunted by the Mayor’s restless ghost. And there are other ghost stories I heard in Brent that haunt the edges of the colonial imagination, stalking unwary travellers as they meander through what they sometimes assume to be “pristine wilderness.” Common patterns of self-apprehension and identity formation associated with tourism and heritage management in Algonquin Park are imbued with nationalist value through a prismatic complex of cultural appropriation, the denial of complicity in colonial violence, and the contingent obfuscation of Indigenous presence and persistence in the area, a process I call haunted recreation. Countering this complex is critical for working past the historical and intergenerational trauma associated with Canadian settler-colonialism and the contemporary inequities of Canadian society.
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Sánchez Lovell, Adriana. "El mercado laboral en el Caribe y las desigualdades socio-laborales (1890-1930) Los trabajadores calificados de la UFCO y de la Northern Railway Company a las puertas de la crisis de 1929". Jangwa Pana 18, nr 1 (24.12.2018): 102–19. http://dx.doi.org/10.21676/16574923.2681.
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En este escrito se hace referencia a las transformaciones en el mercado laboral en la Región Caribe de Costa Rica Costa Rica. El objetivo consiste en comprender cambios en la composición de la fuerza laboral y en las condiciones laborales, en lo que respecta a la producción agroexportadora así como a la construcción de infraestructura ferroviaria, en un periodo comprendido desde 1890 hasta 1930. Para establecer las conexiones, se discuten las relaciones comerciales entre Costa Rica, Panamá y Jamaica, las migraciones laborales entre las mismas, y las investigaciones sobre la United Fruit Company en Cuba, que además, son tomadas como referente comparativo. La bibliografía consultada, consiste en publicaciones relativas a la historia del trabajo de las multinacionales bananeras en Centroamérica y el Caribe ístmico e insultar. Las fuentes comprenden los Censos Nacionales de 1891 y 1927, así como el Fondo Northern, disponible en el Archivo Nacional de Costa Rica (ANCR).
Palabras Clave: historia del trabajo, mercado laboral, ferrocarriles, caribe.
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Hilmola, Olli-Pekka, i Andres Tolli. "Evaluation of Chinese E-commerce Cost and Lead Time Performance to Estonia". Quality Innovation Prosperity 22, nr 1 (31.03.2018): 14. http://dx.doi.org/10.12776/qip.v22i1.1035.
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<p><strong>Purpose:</strong> Retail sales growth has been sluggish in the recent decade in North European countries. Number of factors have caused this, like problems in macro-economy, sanctions and the effect of ageing population. Also increasing amount of e-commerce from China has taken its share. Future development paths need to be researched further to identify the outlook of North European retail.</p><p><strong>Methodology/Approach:</strong> Four different imported items were examined, which were hypothetically planned to be brought on Estonian consumer markets from China. We take into account freight costs, custom duties, VAT and profit margin requirement. Also lead time performance is being examined.</p><p><strong>Findings:</strong> Analysis shows that company based imports is not that viable model as profit margin requirement as well as governmental costs (duty and VAT) take lion share from overall costs. Even if profit requirement of company importing the products would decrease, wage inflation in Asia and freight will probably lead to higher product prices. Therefore, e-commerce needs to enlarge to lower cost manufacturing locations and/or use more direct sales to consumers. Total lead time soughts new solutions too (e.g. railway connection to Europe).</p><p><strong>Research Limitation/implication:</strong> Examination is limited to small Estonian market, and their custom tariffs and VAT. Also logistics costs to Northern Europe are higher than to Central Europe.</p><strong>Originality/Value of paper:</strong>Research is one of the first based on the examination of products and overall costs. It adds value through understanding of import cost structures.<p> </p>
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Belov, Sergey V., Vladimir A. Skripnichenko i Valeriya A. Ushakova. "Mining-Geological and Economic Characteristics of Lead-Zinc Ore Deposits in the Russian Arctic". Arctic and North, nr 48 (27.09.2022): 5–28. http://dx.doi.org/10.37482/issn2221-2698.2022.48.5.
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The article analyzes the possibilities for prospecting, evaluation, exploration and extraction of zinc and lead deposits in the Arctic. The reserves and resources of zinc and lead deposits and ore occurrences on the Novaya Zemlya archipelago, on Vaygach Island, in the Polar Urals and in the Northern Timan are cal-culated on the territory of the Russian Arctic. The predominant reserves are represented by the Pavlovskoye deposit, which is being prepared for development by JSC First Mining Company of the Rosatom State Corporation. In 2019, the design of a mining enterprise was initiated, no lead and zinc mining has been carried out within the Arctic zone. A promising object is the Saureyskoye deposit in the Polar Urals. The problem is the remoteness of the site from transport highways. It is necessary to plan the construction of a dirt road from the deposit to the railway. Cargo can then be sent to the ports of the Gulf of Ob or to the port of Indiga when it is put into operation. Lead and zinc deposits on the island of Vaygach and on the Arctic coast near Amderma were previously developed. It is necessary to reassess their reserves and to determine possible development options. The extracted ore will be transported through the port of Amderma. In the Northern Timan, reassessment of non-ferrous metal ores should be carried out in a complex (lead, zinc, molybdenum, copper, nickel). Ore mining may be appropriate in connection with the construction of the deep-water seaport of Indiga. The purpose of this article is to study the mining, geological and economic characteristics of lead-zinc ore deposits and the spatial organization of marine communications for the development of the mineral resource complex of the Arctic zone of Russia. Mining facilities in the Arctic have an important strategic importance for strengthening national security of the country.
Książki na temat "Edinburgh and Northern Railway Company"
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Frey, Robert L. Northern Pacific Railway. San Marino, Calif: Golden West Books, 1985.
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Rogers, James. The Leeds Northern Railway Company, 1843-1854. (Harrogate): (J. Rogers), 1994.
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Toronto (Ont.). City Council. Special Committee Appointed to Consider the Petitions of the Credit Valley and Northern Railway Companies. Re the Credit Valley and Northern Railway companies. [Toronto?: s.n., 1994.
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Jeff, Wilson. Great Northern Railway in the Pacific Northwest. Waukesha, WI: Kalmbach Books, 2001.
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Nighswonger, Doug. Northern Pacific in color. Scotch Plains, N.J: Morning Sun Books, 2002.
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Great Northern Railway Company (U.S.). Great Northern Railway company papers: Part I, 1862-1922. Redaktorzy White W. Thomas 1948-, Moscato Mary, Reynolds Dale i Minnesota Historical Society. Frederick, Md: University Publications of America, 1985.
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Eaton, George Penston. My life: The memoirs of George Penston Eaton. Lompoc, CA: Mrs. R.Q. McKinney, 1989.
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Toronto, Board of Trade of the City of. Souvenir of the banquet given by the Board of Trade of the City of Toronto, to Wm. Mackenzie, D.D. Mann, and the Canadian Northern Railway, King Edward Hotel, December 14th, 1906. [Toronto: Toronto Board of Trade, 1997.
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Richard, Green. The Northern Pacific Railway of McGee and Nixon: Classic photographs of equipment and environment during the 1930-1955 period. Seattle, Wash: Northwest Short Line, 1985.
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Hickcox, David H. Great Northern in color. Scotch Plains, NJ: Morning Sun Books, Inc., 2006.
Znajdź pełny tekst źródłaCzęści książek na temat "Edinburgh and Northern Railway Company"
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McGregor, John. "The Factor and Railway Promotion in the Scottish Highlands: The West Highland Railway". W The Land Agent, 56–74. Edinburgh University Press, 2018. http://dx.doi.org/10.3366/edinburgh/9781474438865.003.0004.
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A late-comer to the region, the West Highland railway was presented as a “landowners’ line”, emulating the successful schemes of earlier date which genuinely merit this description. Speculation, inter-company rivalry and the prospect of government assistance were the main ingredients of the West Highland project; but a proprietors’ coalition was an essential precondition and estate factors were necessarily involved – as instigators, advisers or parliamentary witnesses. The immediate record of promotion, construction and early operation is rich and there is a wider context of “railway politics” that offers new insights into the intensely varied role of estate factors; that they were not simply agricultural or rural managers, but also industrial and transportation entrepreneurs. As such, their relevance to the historian lies in the industrial as well as the agricultural economy.
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Heaton, Caroline. "Only Northerners Need Apply? Northern Broadsides and No-nonsense Shakespeare". W Shakespeare in the North, 151–67. Edinburgh University Press, 2021. http://dx.doi.org/10.3366/edinburgh/9781474435925.003.0007.
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Caroline Heaton shows how, following its formation in 1992, the Northern Broadsides has been a regular source of Northern-infused energetic productions of works by Shakespeare, in the shape of Barrie Rutter’s company. Rutter, part of the post-war generation of working-class drama students who wanted more than walk-on parts or character roles, pioneered a kind of quickfire Shakespeare performance arguably closer to the original than the RSC, with the focus on substance rather than show. All of Northern Broadsides’ shows are in broad Yorkshire dialect regardless of the play or character, so the language does not sound ‘authentic’ in any historical sense, but Heaton makes a strong case for seeing and hearing Northern Shakespeare as the real thing, or as real as theatre gets.
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Wardle, Janice. "Shakespeare and Blackpool: The RSC’s A Midsummer Night’s Dream (2016): A Play for the Nation?" W Shakespeare in the North, 168–86. Edinburgh University Press, 2021. http://dx.doi.org/10.3366/edinburgh/9781474435925.003.0008.
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Janice Wardle addresses the question of northern Shakespeares by exploring a specific production of A Midsummer Night’s Dream by the Royal Shakespeare Company at the Blackpool Grand Theatre in April 2016. This staging reveals not an antithetical comic opposition of Shakespeare and the north, but an ethically-driven conversation designed to revive the performance of the play and northern communities. Wardle is acutely aware of the potential tensions and contradictions around a prestigious national play aiming for local interaction in ‘the world’s first working-class seaside resort’. Wardle’s insights into the production are significant, particularly where the context of the Brexit Referendum is flagged with all its negative implications for the arts and for the very diversity that the play stages and which the inclusive notion of nation was meant to convey.
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Huffard, R. Scott. "Fighting the Octopus". W Engines of Redemption, 198–230. University of North Carolina Press, 2019. http://dx.doi.org/10.5149/northcarolina/9781469652818.003.0008.
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This chapter focuses on the creation and expansion of the Southern Railway corporation and the ways in which the corporation overcame anti-monopoly sentiment in the South. While the company styled itself as an embodiment of the New South, northern capitalist J.P. Morgan financed its reorganization, and its expansion engendered resistance in Georgia and North Carolina. This chapter traces the origins of this company in the economic depression and wave of railroad bankruptcies in the 1890s and notes the attempts to brand this new company as a southern enterprise under the leadership of its first president Samuel Spencer. The chapter then traces resistance to the new company in Georgia and North Carolina, two states in which the Southern Railway tried to purchase other railroads. Foes of the railroad, which formed a broad coalition of Populists, Democrats, and other anti-monopolists, labelled the road as an “octopus” for its monopolistic tendencies. In two case study states – Georgia and North Carolina – appeals to white supremacy and elections marked with violence, as in the Wilmington Massacre of 1898, defeated the anti-monopoly critique and preserved the power and size of the Southern Railway.
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Murphy, Bernice M. "‘The Usual Utopian Vision’: Contemporary Cult California in The Invitation (2015), 1BR (2019) and The Circle (2013)". W The California Gothic in Fiction and Film, 224–52. Edinburgh University Press, 2022. http://dx.doi.org/10.3366/edinburgh/9781474497862.003.0008.
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The chapter begins with an analysis of The Invitation (2015). The film evokes the 1969 Manson Family murders and the 1978 Jonestown Massacre in a manner which underlines its subtly metafictional resonance. It is as much a film about the long-standing association between California and dangerous cult organisations as it is about a fictionalised version of one of these groups. Here, the qualities which make California an attractive locale for those seeking spiritual fulfilment again make it the perfect breeding ground for a cult which promises ‘utopia’ but instead delivers madness, destruction, and death. This is also the case in 1BR (2019) in which a vulnerable young woman is taken captive by a cult which promises to re-invent the concept of ‘community’. Finally, it is argued that The Circle by Dave Eggers builds upon earlier iterations of the ‘California as Poisoned Eden’ trope. Here, Northern California is the headquarters of a powerful tech company which ultimately comes to resemble the cults previously discussed in this section. Here, the supposedly progressive ‘technological utopia’ which is one of the newer manifestations of the ‘Californian dream’ is a dehumanizing and unstoppable nightmare.
Streszczenia konferencji na temat "Edinburgh and Northern Railway Company"
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Nigmatulin, Tagir R., i Vladimir E. Mikhailov. "Requirements for Gas Turbine Inlet Systems in Russia". W ASME Turbo Expo 2009: Power for Land, Sea, and Air. ASMEDC, 2009. http://dx.doi.org/10.1115/gt2009-59446.
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Russian power generation, oil and gas businesses are rapidly growing. Installation of new industrial gas turbines is booming to fulfill the demand from economic growth. Russia is a unique country from the annual temperature variation point of view. Some regions may reach up to 100C. One of the biggest challenges for world producers of gas turbines in Russia is the ability to operate products at power plants during cold winters, when ambient temperature might be −60C for a couple of weeks in a row. The reliability and availability of the equipment during the cold season is very critical. Design of inlet systems and filter houses for the Russian market, specifically for northern regions, has a lot of specifics and engineering challenges. Joint Stock Company CKTI is the biggest Russian supplier of air intake systems for industrial gas turbines and axial-flow compressors. In 1969 this enterprise designed and installed the first inlet for the power plant Dagskaya GRES (State Regional Electric Power Plant) with the first 100MW gas-turbine which was designed and manufactured by LMZ. Since the late 1960s CKTI has designed and manufactured inlet systems for the world market and been the main supplier for the Russian market. During the last two years CKTI has designed inlet systems for a broad variety of gas turbine engines ranging from 24MW up to 110MW turbines which are used for power generation and as a mechanical drive for the oil and gas industry. CKTI inlet systems with filtering devices or houses are successfully used in different climate zones including the world’s coldest city Yakutsk and hot Nigeria. CKTI has established CTQs (Critical to quality) and requirements for industrial gas turbine inlet systems which will be installed in Russia in different climate zones for all types of energy installations. The last NPI project of the inlet system, including a nonstandard layout, was done for a small gas-turbine engine which is installed on a railway cart. This arrangement is designed to clean railway lines with the exhaust jet in a quarry during the winter. The design of the inlet system with efficient multistage compressor extraction for deicing, dust and snow resistance has an interesting solution. The detailed description of challenges, weather requirements, calculations, losses, and design methodologies to qualify the system for tough requirements, are described in the paper.