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Статті в журналах з теми "Indiana and Ohio Rail System"
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Schumann, John. "Assessing Transit Changes in Columbus, Ohio, and Sacramento, California." Transportation Research Record: Journal of the Transportation Research Board 1930, no. 1 (January 2005): 62–67. http://dx.doi.org/10.1177/0361198105193000108.
Повний текст джерелаАнотація:
This paper compares the changes experienced by transit systems in two state capitals of similar size: Columbus, Ohio, and Sacramento, California. Over the past two decades, Sacramento added a light rail transit (LRT) starter line and experienced significant ridership growth on its multimodal rail and bus system, while Columbus remained all-bus and experienced a decline in patronage. Reasons underlying the divergent performances of these two systems are analyzed and discussed. It is concluded that, in Sacramento, willing political leadership took good advantage of a one-time opportunity for federal funding to build an LRT starter line; that adding LRT made transit more visible and effective and encouraged voter approval of additional local operating and capital funding; and that all of this resulted in a synergy that attracted more riders to the total LRT and bus transit system and led to extension of the rail system to a third corridor in 2003. Although planning for LRT was begun in Columbus during these same years, a serious interruption in the flow of local funds hampered transit development, required cuts in bus service, and prevented development of that region's planned LRT line. Columbus currently has an LRT project in preliminary engineering, and recent reports suggest a consensus to proceed may be emerging.
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Byrne, J. M., M. K. Hausbeck, and R. X. Latin. "Efficacy and Economics of Management Strategies to Control Anthracnose Fruit Rot in Processing Tomatoes in the Midwest." Plant Disease 81, no. 10 (October 1997): 1167–72. http://dx.doi.org/10.1094/pdis.1997.81.10.1167.
Повний текст джерелаАнотація:
Anthracnose (Colletotrichum coccodes) is the major fungal disease affecting processing tomato fruit in the midwestern United States. Currently available disease management strategies evaluated for controlling anthracnose fruit rot (AFR) on processing tomatoes include genetic resistance and the fungicide chlorothalonil applied according to conventional schedules or a disease-forecasting system (Tom-Cast). Experimental field plots were established in West Lafayette, Indiana, and East Lansing, Michigan, in 1993 to 1995. Chlorothalonil was applied every 7, 10, or 14 days or according to Tom-Cast with a threshold of 20 disease severity values, and was not applied to the control. In Michigan, Phytophthora infestans (1993) and C. coccodes (1993 to 1994) caused 91.8% (1993) and 30.7% (1994) fruit rot in the unsprayed plot. In Indiana, C. coccodes caused 69.8% (1993) and 39.0% (1994) AFR in the unsprayed plot. In 1995, Ohio 8245 (Michigan and Indiana), considered to be less prone to anthracnose, and Ohio 7814 were integrated into the conventional and Tom-Cast—prompted spray programs. Cultivar did not affect the incidence of AFR or foliar blight caused by Septoria lycopersici and Alternaria solani in either location. In 1993 and 1994, chlorothalonil applied at 10-day intervals in Indiana resulted in the highest benefit per hectare (BPH) and return per fungicide dollar (RPFD). In 1995, the highest BPH and RPFD resulted from chlorothalonil applied every 14 days to Ohio 8245 (Michigan). Chlorothalonil applied according to the Tom-Cast program resulted in a level of AFR that was generally not statistically different from the 7-day treatment but was high enough to result in crop rejection and high economic loss in 2 of the 3 years the study was conducted. Based on data from this study, it is not commercially feasible to grow processing tomatoes in Michigan and Indiana without chlorothalonil to protect against AFR even when a resistant cultivar is used.
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Saja, David B., and Joseph T. Hannibal. "Quarrying History and Use of the Buena Vista Freestone, South-Central Ohio: Understanding the 19th Century Industrial Development of a Geological Resource." Ohio Journal of Science 117, no. 2 (June 29, 2017): 35. http://dx.doi.org/10.18061/ojs.v117i2.5498.
Повний текст джерелаАнотація:
The Buena Vista Member of the Mississippian Cuyahoga Formation is an economically valuable freestone that is homogeneous with almost no sedimentary structures. The Buena Vista was one of the earliest clastic rocks quarried in Ohio. Early quarries dating at least back to 1814 were located in the hills on the north bank of the Ohio River near the village of Buena Vista, south-central Ohio. By the 1830s, quarries had also opened up along the route of the Ohio & Erie Canal in the Portsmouth area to the east; followed by quarries that opened along a railway line that ran north up the Scioto River valley. Waterways transported the Buena Vista to many cities and towns, including Cincinnati, Ohio, Louisville, Kentucky, and Evansville, Indiana, on the Ohio River, New Orleans on the Mississippi River, and Dayton and Columbus on the Ohio canal system. Later railways transported this stone further afield to Illinois, Wisconsin, and Alberta. Census reports, industry magazines, and other historical accounts document the use of this stone across much of the eastern US and into Canada. Historically, it has been used for a variety of items, including entire buildings, canal structures, fence posts, and laundry tubs. Some 19th-century structures built with this stone remain in cities where it was once commonly used. Literature reviews, field observations, and lab analyses are here compiled as a useful reference to both the urban and field geologist in the identification of the Buena Vista Member, a historically important building stone, in buildings and outcrops, respectively.
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Bentley, Evan S., and Jeff Logsdon. "Examination of the Forecast Process, Mesoscale Environment, and Evolution of the Northern Indiana/Northwest Ohio Derecho of 29 June 2012." E-Journal of Severe Storms Meteorology 11, no. 1 (October 5, 2021): 1–25. http://dx.doi.org/10.55599/ejssm.v11i1.61.
Повний текст джерелаАнотація:
A multicell cluster of thunderstorms moved into northern Indiana during the early afternoon hours of 29 June 2012, later evolving into a mature bowing mesoscale convective system (MCS) by the time it exited the County Warning Area of the Northern Indiana National Weather Service. This was the beginning of a derecho that would continue across the Appalachian Mountains and off the Atlantic coast, traveling 1000 km in 10 h and resulting in at least 18 fatalities. This derecho produced a measured wind gust of 41 m s-1 (79 kt) at Fort Wayne International Airport, the highest measured gust along the derecho’s path. The mesoscale environment was characterized by a strong cold pool, extreme instability (including near-record steep midlevel lapse rates), and weak to moderate vertical shear. This paper examines the source of this extreme environment as well as the catalyst for the sustainability of the MCS.
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Bechtel, Susan K., and David M. Stothers. "New Perspectives on the Settlement-Subsistence System of the Late Woodland Western Basin Tradition, ca. 500–1300 A.D." North American Archaeologist 14, no. 2 (October 1993): 95–121. http://dx.doi.org/10.2190/pfhd-606f-a06d-uc61.
Повний текст джерелаАнотація:
Based on joint efforts by the Williams County Historical Society and the Laboratories of Ethnoarchaeology at the University of Toledo, thirty-six new sites, including six Western Basin Tradition ceramic sites, have been documented in the tri-state region of northeastern Indiana, northwestern Ohio, and south-central Michigan. Also, data collected from throughout the Western Lake Erie region since 1984 has necessitated several revisions in the 1984 settlement-subsistence model proposed for the Late Woodland Western Basin Tradition populations, ca. 1000–1300 A.D. (Stothers, Graves, and Redmond, 1984). Key changes involve the relative sizes of functionally different site types that form component parts of a larger settlement system, a lack of formal village life, and a new perspective on seasonal patterns of population coalescence and dispersal.
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Vivek, Veeman, Jeyaprakash Hemalatha, Thamarai Pugazhendhi Latchoumi, and Sekar Mohan. "Towards the development of obstacle detection in railway tracks using thermal imaging." Neural Network World 33, no. 5 (2023): 337–55. http://dx.doi.org/10.14311/nnw.2023.33.019.
Повний текст джерелаАнотація:
To prevent collisions between trains and objects on the railway line, rugged trains require an intelligent rail protection system. To improve railway safety and reduce the number of accidents, studies are underway. Machine learning (ML) had progressed rapidly, creating new perspectives on the subject. A technique called speed up robust features (SURF) is proposed by researchers to collect regionally and globally relevant information. In addition, taking advantage of the Ohio State University (OSU) heat walker benchmarking dataset, the effectiveness of this technique was examined under various lighting scenarios. This technology could help in reducing train accident rates and financial costs. The findings of the proposed methodology are very specific, in addition to the ability to quickly identify items (obstacles) on the railway line, both of which contribute to rail security. The proposed faster region based convolutional neural network (FR-CNN) with 2D singular spectrum analysis (SSA) improves the performance analysis of an accuracy of 90.2%, recall 95.6% and precision 94.6% when compared with an existing system YOLOv2 and YOLOv5 with 2D SSA.
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Ray, Bradley, and Nicholas J. Richardson. "Traumatic Brain Injury and Recidivism Among Returning Inmates." Criminal Justice and Behavior 44, no. 3 (February 1, 2017): 472–86. http://dx.doi.org/10.1177/0093854816686631.
Повний текст джерелаАнотація:
In recent years, there has been a surge in research that examines the relationship between traumatic brain injury (TBI) and involvement in the criminal justice system. However, the bulk of this research has been largely retrospective and descriptive, comparing rates of TBI in the offending population with the rates of TBI in the general population. Although findings from these studies indicate a higher prevalence of TBI in the offending population, virtually no studies have examined whether those with TBI are more likely to recidivate. To address this gap, the present study examined rearrest post release from prison among a cohort sample of Indiana inmates who were screened using the Ohio State University Traumatic Brain Injury Identification (OSU-TBI-ID) instrument. Findings indicate that, net of control variables, those with TBI were more likely to recidivate sooner than those without TBI. Policy implications and directions for future research are discussed.
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Haberlie, Alex, Kari Gale, David Changnon, and Mike Tannura. "Climatology of Tropical System Rainfall in the Eastern Corn Belt." Journal of Applied Meteorology and Climatology 53, no. 2 (February 2014): 395–405. http://dx.doi.org/10.1175/jamc-d-13-0151.1.
Повний текст джерелаАнотація:
AbstractThis study examines the frequency of daily rainfall totals greater than 2.54 cm (1 in.) averaged within a climate division (CD) associated with tropical systems that moved through the U.S. eastern Corn Belt region during the growing season. These occurrences are defined as “events.” From 1913 to 2012, the tracks of 60 tropical systems moved over a study area that included 24 CDs—9 in Illinois, 9 in Indiana, and 6 in western Ohio. Of those 60 tropical systems, 37 were associated with events. Event risk varied through the growing season ranging from 3 events in June to 21 events in September. Decadal analysis showed an increase in the frequency of tropical systems and events during the last decade of the study (2003–12). Tropical systems were infrequent, and the timing of rainfall associated with the majority of events (i.e., September) was too late to impact corn and soybean development or yield in this region. Events had some impact on current and subsequent CD average soil moisture conditions; however, only 8 of the 37 events produced dramatic improvements in Palmer drought severity index (PDSI) values from categorical moderate to severe drought levels to near-normal conditions in the eastern Corn Belt. Those CDs that experienced a September or October event were associated with significantly higher PDSI values (+1.34) prior to the following summer than those that did not experience an event (+0.54).
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Wang, L. B., JinYoung Park, and Sonya H. Hill. "Use of Pavement Management System Data to Monitor Performance of Pavements under Warranty." Transportation Research Record: Journal of the Transportation Research Board 1940, no. 1 (January 2005): 21–31. http://dx.doi.org/10.1177/0361198105194000103.
Повний текст джерелаАнотація:
Pavement warranty is an innovative contracting procedure increasingly adopted by highway agencies. Many states view implementing warranties as a way to protect their investment in pavement construction. The major benefit of pavement warranty is enhanced pavement performance. However, establishing warranty criteria and monitoring the performance of warranted pavement are two technical issues that must be resolved. This paper presents the discoveries of a research project supported by FHWA to investigate the effectiveness of using the pavement management system (PMS) to monitor the performance of pavement under warranty. It has been discovered that most states establish their warranty specifications on the basis of performance data from their PMS database by using statistical analyses, expert opinions, and adaptation of other states’ specifications. They also use the PMS data to monitor the performance of both warranty and nonwarranty pavements because the essential data, like ride, cracking, and rutting, are available in the database and are convenient for use. This paper also documents the unique features of the warranty specifications, including the warranty period, performance indicators, data collection methods, performance thresholds, remedial actions, and how the PMS database can be used to track the performance of pavements under warranty in five states: Indiana, Wisconsin, Ohio, Florida, and Michigan. Some comparisons of the performances of the warranted pavements and those of nonwarranted pavements of similar conditions are also presented. The survey indicated that an integrated PMS that links the materials and traffic database would offer better efficiency to monitor and analyze the performance of both warranty and nonwarranty pavements.
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Moore, Davonna, Gretchen Ivy, Brian Comer, Michael DeMent, Matthew Junak, and Charles Miller. "Creating a Roadmap for Successfully Planning, Implementing, and Administering Complex Multi-Jurisdictional Transportation Technology Projects." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 11 (June 19, 2019): 764–70. http://dx.doi.org/10.1177/0361198119855340.
Повний текст джерелаАнотація:
Eight Midwestern states united in creating a first-of-its-kind regional Truck Parking Information Management System (TPIMS) to reduce the incidence of commercial truck drivers injuring themselves and other drivers due to fatigue-related crashes and unauthorized parking along the interstate highways. The core intelligent transportation system technologies used for the TPIMS are not complex. They involve monitoring available parking at authorized public and private truck facilities in real time and then relaying the information to truck drivers and dispatchers through roadside dynamic truck parking signs, mobile applications, and state traveler information websites such as 511 services. Deployment of a regional project across multiple agencies and state lines is a complex operation, however, especially in the need to accommodate the organizational, policy, and technology needs and preferences of the eight partner states (Indiana, Iowa, Kentucky, Michigan, Minnesota, Ohio, Wisconsin, and Kansas, the lead agency for the $25 million federal TIGER grant which underwrites much of the initiative). This paper explores the lessons learned in developing and implementing a complex, multi-jurisdictional technology initiative as it nears full operational status in January 2019 and begins producing results which are expected to reduce crashes while improving the efficiency and profitability of the regional freight system. The paper also highlights how those lessons can be more broadly applied to major multi-jurisdictional transportation projects of all kinds.
Дисертації з теми "Indiana and Ohio Rail System"
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Golagani, Rajashekar. "Creating an emergency management system for an airborne chemical spill along a rail line in Delaware County, Indiana using GIS." Virtual Press, 2005. http://liblink.bsu.edu/uhtbin/catkey/1319541.
Повний текст джерелаАнотація:
Every year thousands of tons of chemicals are transported by railroad in Delaware County, Indiana. All the rail lines pass through the geographical center of Muncie. Because of population densities close to rail lines is high, the vulnerability is substantial for any kind of chemical spill.To respond to possible emergency problems, the latest technology is needed which can be used in the most efficient and fastest way, so that lives can be protected. GIS can provide detailed, and time sensitive information before and after the disaster, thereby increasing the ability to make better decisions during the time of emergency.According to Gosnell (2004), the Emergency Management Agency of Delaware County is least prepared for any kind of action plan if a chemical spill situation occurs. This research is intended to create an Emergency Management System for a hypothetical chemical spill involving all the five phases of operation using GIS so that it can be a demonstration for the emergency management agency of Delaware County of how such a situation can be planned from its initial stage to final stage of operation thereby the life, property and environment can be protected.Department of Geography
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Perry, Jay Martin. "Shillelaghs, shovels, and secrets Irish immigrants secret societies and the building of Indiana internal improvements, 1835-1837 /." Connect to resource online, 2009. http://hdl.handle.net/1805/2056.
Повний текст джерелаАнотація:
Thesis (M.A.)--Indiana University, 2009.Title from screen (viewed on February 1, 2010). Department of History, Indiana University-Purdue University Indianapolis (IUPUI). Advisor(s): Marianne S. Wokeck, Jason M. Kelly, Anita J. Morgan. Includes vitae. Includes bibliographical references (leaves 106-114).
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Perry, Jay Martin. "Shillelaghs, Shovels, and Secrets: Irish Immigrant Secret Societies and the Building of Indiana Internal Improvements, 1835-1837." Thesis, 2009. http://hdl.handle.net/1805/2056.
Повний текст джерелаАнотація:
Indiana University-Purdue University Indianapolis (IUPUI)In the 1830s, Indiana undertook an ambitious internal improvements program, building the state’s first railroad and multiple canals. To complete the projects, Indiana used Irish immigrant laborers. The Irish laborers developed a reputation for brawling amongst themselves, highlighted by a riot involving 600 laborers working on the Wabash and Erie Canal in 1835. Multiple volumes of Indiana history identify the Wabash and Erie riot as a one-time event inspired by Protestant and Catholic animosity imported from Ireland. A review of the historical record, however, contradicts these long-held assumptions. Inspired by Irish traditions of faction fighting and peasant secret societies, Irish immigrant laborers formed secret societies that used violence against competitors in hopes of securing access to internal improvement jobs for their own membership. The rival secret societies, the Corkonians and the Fardowns, organized based on their provincial origins in Ireland. Examples of Corkonian and Fardown violence occurred throughout the country. In Indiana, a pattern of Corkonian and Fardown conflict resulted in skirmishes on at least three different construction sites between 1835 and 1837. In contrast to the traditional narrative, the Corkonians and Fardowns were both pioneers of the first wave of large-scale Irish Catholic immigration whose rivalry centered on job protection and economic grievances.
Книги з теми "Indiana and Ohio Rail System"
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Conservancy, Rails-to-Trails. Rail-Trails Illinois, Indiana, and Ohio: The definitive guide to the region's top multiuse trails. Birmingham, Alabama, USA: Wilderness Press, 2018.
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Korach, Robert S. Penn-Ohio rail system story: a history of an electric railway of the Mahoning and Shenango River Valleys of Eastern Ohio and Western Pennsylvania. Forty Fort, PA: Harold E. Cox, 2006.
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Casey, George D. Hydrogeology of the Silurian and Devonian carbonate-rock aquifer system in the Midwestern Basins and Arches Region of Indiana, Ohio, Michigan, and Illinois. Columbus, Ohio: U.S. Dept. of the Interior, U.S. Geological Survey, 1994.
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Arnold, Ralph Anderson. The Indiana and Ohio Rail System: A single case study in viability. 1996.
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Conservancy, Rails-to-Trails. Rail-trails Illinois, Indiana, & Ohio: The definitive guide to the region's top multiuse trails. 2017.
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Conservancy, Rails-to-Trails. Rail-Trails Illinois, Indiana, and Ohio: The Definitive Guide to the Region's Top Multiuse Trails. Zion Natural History Association, 2017.
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Bugliosi, Edward F. The Midwestern Basins and Arches Regional Aquifer System in Parts of Indiana, Ohio, Michigan, and Illinois: Summary (U.S. Geological Survey Professional Paper, 1423-a). Geological Survey (USGS), 1999.
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Survey, United States Geological. Water levels and ground-water discharge, regional aquifer system of the midwestern Basins and Arches Region, in parts of Indiana, Ohio, Illinois, and Michigan (Hydrologic investigations atlas). The Survey, 1999.
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Eberts, Sandra M., Lori L. George, and United States Geological Survey. Regional Ground-Water Flow and Geochemistry in the Midwestern Basins and Arches Aquifer System in Parts of Indiana, Ohio, Michigan and Illinois: Sandra ... Analysis--Midwestern Basins and Arches). U S Geological Survey, 2000.
Знайти повний текст джерелаЧастини книг з теми "Indiana and Ohio Rail System"
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Knight, Kevin P. "Shipper Response Surveys and their Importance in the Evaluation of U.S. Inland Waterways." In Lecture Notes in Civil Engineering, 169–78. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-19-6138-0_15.
Повний текст джерелаАнотація:
AbstractShipper response surveys have been growing in favor in recent years and if administered correctly, can help quantify shipper’s behaviors and opinions which present themselves as transportation demand functions by mode of delivery (water, rail or truck). Demand functions, defined by economists as “numeric demand elasticities” or changes in quantity demanded as a result of changes in rates/duration/reliability, have enabled to the Corps to analyze (1) lock reliability and component failures; (2) demand projections vs. system capacity to determine equilibrium waterway traffic and (3) selection and sequence of replacement, repair or modernization efforts over the planning horizon.This paper highlights this innovative approach in predicting shipper behavior using shipper response surveys that were recently applied to two major waterways in the U.S.– the Upper Mississippi River and Ohio Rivers) and how the resulting outputs could be used in to analyze lock investment priorities as well as impacts due to closures and other events.
Тези доповідей конференцій з теми "Indiana and Ohio Rail System"
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Ngamdung, Tashi, and Marco daSilva. "Driver Behavior Analysis Using Vehicle Safety Systems’ Field Operational Test Data." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74088.
Повний текст джерелаАнотація:
The United States Department of Transportation’s (US DOT) Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the US DOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), is leveraging the National Highway Traffic Safety Administration (NHTSA) sponsored Integrated Vehicle Based Safety System (IVBSS) Light Vehicle (LV) Field Operational Test (FOT) to collect and analyze drivers’ activities at or on approach to highway-rail grade crossings. Grade crossings in Michigan, Indiana, and Ohio were cross-referenced with IVBSS LV FOT research vehicle location to identify the time research vehicles were present at a crossing. The IVBSS LV FOT included 108 participants that took a total of 22,656 trips. Of the 22,656 total trips, 3,137 trips included a total of 4,215 grade crossing events. The analysis was based of drivers’ activities at the 4,215 grade crossing events. Both looking behavior and distractions did not significantly differ based on gender. However when analyzed per age-group, younger drivers (between 20 to 30 years old) were significantly more likely to be distracted than middle-aged drivers (between 40 to 50 years old) or older drivers (between 60 to 70 years old). For looking behavior, the data revealed that older drivers are more likely to look at least one way at or on approach to highway-rail crossing (43.8 percent exhibited this behavior) than either middle-aged drivers (35.0 percent exhibited this behavior) or younger drivers (25.3 percent exhibited this behavior).
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Pyrialakou, V. Dimitra, and Konstantina Gkritza. "Passenger Rail in Indiana: From Our Past to Our Future." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5804.
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The Midwest railroad network connected almost every major city by 1860, accounting for 36% of the United States (U.S.) railroad network mileage. Indiana became famous for the first Union Station in the world, as well as for one of the most developed and luxurious interurban rail system in the U.S. The twentieth century drastically transformed the picture, endowing the country with well-developed and world class highway and aviation networks, but leaving Indiana with a limited passenger rail network. Today, the Hoosier State line, which operates between Indianapolis, Indiana and Chicago, Illinois, is in danger of elimination. As of October 2013, the State of Indiana, local communities, and Amtrak reached an agreement to support the Hoosier State line, an agreement recently extended through January 2015. Amtrak is hesitant to support the corridor, doubting its economic viability. In response, the Indiana Department of Transportation (DOT) was the first nationally to announce a Request for Proposals (1404s1) under the Passenger Rail Investment and Improvement Act in order to obtain competitive bids for the operation of the Hoosier State line. Recent studies suggest that the improvement and enhancement of the Midwest regional rail system to allow higher speeds has the potential to significantly benefit the area. The route from Chicago to Cincinnati via Indianapolis is a strong candidate among the possible routes in the Midwest, and within the second tier nationwide. Studies also suggest that such an upgrade can return great user benefits, reduce travel times, and bring significant regional economic benefits supporting the creation of new permanent jobs in Indiana. This paper presents the chronicle of passenger rail transportation in the U.S., Midwest, and Indiana in particular, from the early 1830s to the recent attempts of the State of Indiana to sustain the Hoosier line. This paper also investigates the effect of the community’s support on Indiana’s passenger rail evolution, as well as the potential of “higher” speed rail in the state.
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Kite, J. Steven, Shannon Marie Maynard, Mark D. Swift, and Scott A. Morgan. "FACIES RECONSTRUCTION: THE KEY TO RECONSTRUCTING THE PLEISTOCENE TRANSFORMATION OF THE PITTSBURGH RIVER SYSTEM AND LAKE MONONGAHELA INTO THE UPPER OHIO RIVER WATERSHED." In GSA Annual Meeting in Indianapolis, Indiana, USA - 2018. Geological Society of America, 2018. http://dx.doi.org/10.1130/abs/2018am-317185.
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Pyrialakou, V. Dimitra, and Konstantina “Nadia” Gkritza. "Exploring the Opinions of Passenger Rail Riders: Evidence From the Hoosier State Train." In 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5778.
Повний текст джерелаАнотація:
Ridership on Midwest passenger rail lines has been steadily increasing over the past two decades. Between 2005 and 2014, there has been a growth of more than 65 percent, much higher than the national average (approximately 30 percent for the same years). Nevertheless, a number of lines have discontinued their services or are in danger of discontinuance. For example, Kentucky Cardinal, operating between Chicago, Illinois and Louisville, Kentucky was discontinued in 2003, and the Three Rivers train, operating between Chicago, Illinois and New York, New York was discontinued in 2005. The Hoosier State train running between Indianapolis, Indiana and Chicago, Illinois would have faced the same fate recently, if not for the financial support that the state and communities have been providing since 2013. As of October 1, 2013, the State of Indiana, local communities, and Amtrak reached an agreement to support the Hoosier State line for the following fiscal year (2013–2014), and the agreement has continued ever since. In the meantime, the Indiana Department of Transportation (INDOT) was the first nationally to announce a Request for Proposals to seek competing solutions from independent providers, as allowed by the Passenger Rail Investment and Improvement Act of 2008 (PRIIA), in order to obtain private-sector competitive bids for the operation of the Hoosier State train. Recently, after many unfruitful attempts and many obstacles, INDOT reached an agreement with Iowa Pacific Holdings. The company has been providing the locomotives for the line since August 2015, and collaborates with Amtrak to keep the train in service, with a shared vision to increase service frequency, improve speed and maintain a reliable schedule, and provide better on-board amenities. However, to ensure the financial viability of the system and support any improvement or expansion, an increase in ridership is necessary. To achieve this, it is essential that we understand the opinions of Indiana residents, passengers of the Hoosier State train, and advocates of the line towards passenger rail. This paper presents the results of a survey that was conducted on board the Hoosier State train to solicit information pertaining to the perceived ease of use and usefulness of the passenger rail services, riders’ opinions, and other factors that might affect behavior toward passenger rail transportation, as well as factors that affect an individual’s mode choice in general, such as habitual automobile behavior, or external impedance factors like schedule and route restrictions. The survey was endorsed by INDOT and approved by Amtrak and Iowa Pacific Holdings. In addition, this paper presents how opinions toward passenger rail differ among different groups based on socioeconomic and demographic characteristics, familiarity with passenger rail transportation in general and the Hoosier State train specifically, and usage. Furthermore, in order to prioritize service improvements that can foster an increase in the Hoosier State ridership, this paper explores mode choice decisions through the use of a multi-attribute attitude model. The results of this paper can guide policy and planning decision making that aims to foster an increase in passenger rail ridership through a mode shift from personal automobiles and competing mass transportation systems, such as airlines and intercity buses.
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Loizias, Marcos. "Construction of the Lewis and Clark cable-stayed bridge over the Ohio River." In IABSE Congress, Christchurch 2021: Resilient technologies for sustainable infrastructure. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2021. http://dx.doi.org/10.2749/christchurch.2021.0103.
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<p>Constructed under a $780 million public private partnership contract (P3), the Lewis and Clark Bridge crosses the Ohio River at approximately 13Km northeast of downtown Louisville, Kentucky, and features a 695.1 m long three-span symmetrical steel composite cable-stayed bridge with a center span of 365.9 m. To meet an aggressive schedule required by the Concessionaire towards earlier collection of toll revenues, the construction of the bridge was accelerated by nearly one year through early staging of the superstructure steel grillage in both the back spans while completing construction of the towers. The steel grillage for the Kentucky backspan was stick-built, while for the Indiana backspan it was incrementally launched into position in a unique such application in a cable-stayed bridge project in the US. Following the simultaneous completion of the two backspans and the towers, the center span construction proceeded in balanced cantilever constructing the two tower cantilevers simultaneously. 104 stay-cables were erected and the center span steel grillage and the 695m long cable-stayed deck (over 800 precast panels) constructed in record time of only five months. The paper provides an overview of bridge structural system and characteristic structural details, and discusses the methods of construction for the substructure, towers, and the superstructure of the cable-stayed bridge.</p>
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Schneider, Jerry, Jeffrey Wagner, and Judy Connell. "Restoring Public Trust While Tearing Down Site in Rural Ohio." In The 11th International Conference on Environmental Remediation and Radioactive Waste Management. ASMEDC, 2007. http://dx.doi.org/10.1115/icem2007-7319.
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In the mid-1980s, the impact of three decades of uranium processing near rural Fernald, Ohio, 18 miles northwest of Cincinnati, became the centre of national public controversy. When a series of incidents at the uranium foundry brought to light the years of contamination to the environment and surrounding farmland communities, local citizens’ groups united and demanded a role in determining the plans for cleaning up the site. One citizens’ group, Fernald Residents for Environmental Safety and Health (FRESH), formed in 1984 following reports that nearly 300 pounds of enriched uranium oxide had been released from a dust-collector system, and three off-property wells south of the site were contaminated with uranium. For 22 years, FRESH monitored activities at Fernald and participated in the decision-making process with management and regulators. The job of FRESH ended on 19 January this year when the U.S. Secretary of Energy Samuel Bodman and U.S. Environmental Protection Agency Administrator Stephen Johnson — flanked by local, state, and national elected officials, and citizen-led environmental watchdog groups including FRESH — officially declared the Fernald Site clean of all nuclear contamination and open to public access. It marked the end of a remarkable turnaround in public confidence and trust that had attracted critical reports from around the world: the Cincinnati Enquirer; U.S. national news programs 60 Minutes, 20/20, Nightline, and 48 Hours; worldwide media outlets from the British Broadcasting Company and Canadian Broadcasting Company; Japanese newspapers; and German reporters. When personnel from Fluor arrived in 1992, the management team thought it understood the issues and concerns of each stakeholder group, and was determined to implement the decommissioning scope of work aggressively, confident that stakeholders would agree with its plans. This approach resulted in strained relationships with opinion leaders during the early months of Fluor’s contract. To forge better relationships, the U.S. Department of Energy (DOE) who owns the site, and Fluor embarked on three new strategies based on engaging citizens and interested stakeholder groups in the decision-making process. The first strategy was opening communication channels with site leadership, technical staff, and regulators. This strategy combined a strong public-information program with two-way communications between management and the community, soliciting and encouraging stakeholder participation early in the decision-making process. Fluor’s public-participation strategy exceeded the “check-the-box” approach common within the nuclear-weapons complex, and set a national standard that stands alone today. The second stakeholder-engagement strategy sprang from mending fences with the regulators and the community. The approach for dispositioning low-level waste was a 25-year plan to ship it off the site. Working with stakeholders, DOE and Fluor were able to convince the community to accept a plan to safely store waste permanently on site, which would save 15 years of cleanup and millions of dollars in cost. The third strategy addressed the potentially long delays in finalizing remedial action plans due to formal public comment periods and State and Federal regulatory approvals. Working closely with the U.S. and Ohio Environmental Protection Agencies (EPA) and other stakeholders, DOE and Fluor were able to secure approvals of five Records of Decision on time – a first for the DOE complex. Developing open and honest relationships with union leaders, the workforce, regulators and community groups played a major role in DOE and Fluor cleaning up and closing the site. Using lessons learned at Fernald, DOE was able to resolve challenges at other sites, including worker transition, labour disputes, and damaged relationships with regulators and the community. It took significant time early in the project to convince the workforce that their future lay in cleanup, not in holding out hope for production to resume. It took more time to repair relationships with Ohio regulators and the local community. Developing these relationships over the years required constant, open communications between site decision makers and stakeholders to identify issues and to overcome potential barriers. Fluor’s open public-participation strategy resulted in stakeholder consensus of five remedial-action plans that directed Fernald cleanup. This strategy included establishing a public-participation program that emphasized a shared-decision making process and abandoned the government’s traditional, non-participatory “Decide, Announce, Defend” approach. Fernald’s program became a model within the DOE complex for effective public participation. Fluor led the formation of the first DOE site-specific advisory board dedicated to remediation and closure. The board was successful at building consensus on critical issues affecting long-term site remediation, such as cleanup levels, waste disposal and final land use. Fluor created innovative public outreach tools, such as “Cleanopoly,” based on the Monopoly game, to help illustrate complex concepts, including risk levels, remediation techniques, and associated costs. These innovative tools helped DOE and Fluor gain stakeholder consensus on all cleanup plans. To commemorate the outstanding commitment of Fernald stakeholders to this massive environmental-restoration project, Fluor donated $20,000 to build the Weapons to Wetlands Grove overlooking the former 136-acre production area. The grove contains 24 trees, each dedicated to “[a] leader(s) behind the Fernald cleanup.” Over the years, Fluor, through the Fluor Foundation, also invested in educational and humanitarian projects, contributing nearly $2 million to communities in southwestern Ohio, Kentucky and Indiana. Further, to help offset the economic impact of the site’s closing to the community, DOE and Fluor promoted economic development in the region by donating excess equipment and property to local schools and townships. This paper discusses the details of the public-involvement program — from inception through maturity — and presents some lessons learned that can be applied to other similar projects.
Звіти організацій з теми "Indiana and Ohio Rail System"
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Water levels and ground-water discharge, regional aquifer system of the midwestern Basins and Arches Region, in parts of Indiana, Ohio, Illinois, and Michigan. US Geological Survey, 2000. http://dx.doi.org/10.3133/ha725.
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