Добірка наукової літератури з теми "Railroad Committee"
Оформте джерело за APA, MLA, Chicago, Harvard та іншими стилями
Ознайомтеся зі списками актуальних статей, книг, дисертацій, тез та інших наукових джерел на тему "Railroad Committee".
Біля кожної праці в переліку літератури доступна кнопка «Додати до бібліографії». Скористайтеся нею – і ми автоматично оформимо бібліографічне посилання на обрану працю в потрібному вам стилі цитування: APA, MLA, «Гарвард», «Чикаго», «Ванкувер» тощо.
Також ви можете завантажити повний текст наукової публікації у форматі «.pdf» та прочитати онлайн анотацію до роботи, якщо відповідні параметри наявні в метаданих.
Статті в журналах з теми "Railroad Committee"
1
Roediger, David. "What if Labor Were Not White and Male? Recentering Working-Class History and Reconstructing Debate on the Unions and Race." International Labor and Working-Class History 51 (April 1997): 72–95. http://dx.doi.org/10.1017/s014754790000199x.
Повний текст джерелаАнотація:
During World War Two Alexander Saxton, the great historian of race and class, was a young activist working in the railroad industry. In a lengthy article for theDaily Workerhe caught the complexity of racial discrimination among railway unions. The brotherhoods which organized railroad labor inculded several unions which had historically established the worst records of attempting to enforce what one commentator called the “Nordic closed shop” in their crafts. By the time Saxton wrote, however, the railwayunions had joined in campaigns against the poll tax and against lynching. What they avoided was agitation against “alleged” racism in their own workplaces. When the Fair Employment Practices Committee canceled hearings inquiring into discrimination in railroad employment, the unions rejoiced. Their newspaper observed that in any case such hearings would be illegitimate if African Americans joined in the deliberations. “Thereshould be on the Committee,” according to Labor, “no representative of any race or special interest.” Saxton added, “Apparently white men belongto no race.”
2
Grisinger, Joanna. "Law in Action: The Attorney General's Committee on Administrative Procedure." Journal of Policy History 20, no. 3 (July 2008): 379–418. http://dx.doi.org/10.1353/jph.0.0020.
Повний текст джерелаАнотація:
The story of American political development in the twentieth century is in no small part the story of administration. Administrative agencies, bureaus, and departments tasked with handling the work of the federal government had been a feature of governance since the early republic. With the creation of the Interstate Commerce Commission in 1887, however, administrative agencies and independent regulatory commissions began to proliferate across the federal landscape. By the end of the massive expansion of federal power that characterized the New Deal, Americans very much experienced government through their interactions with bureaucrats and with administrative boards. Individuals and businesses claimed benefits from the Railroad Retirement Board and Veterans Administration, defended themselves against claims of unfair competition before the Federal Trade Commission, requested permits from the Federal Alcohol Administration and the Federal Communications Commission, and sought to resolve labor disputes before the National Labor Relations Board.
3
Conrad, Jerry, and Erin Norris. "Implementation & Application of PISCES." International Oil Spill Conference Proceedings 2017, no. 1 (May 1, 2017): 2017045. http://dx.doi.org/10.7901/2169-3358-2017.1.000045.
Повний текст джерелаАнотація:
PISCES is a software package used to simulate an oil spill under given environmental and atmospheric conditions. PISCES has several practical uses in planning and preparedness for a variety of purposes. This research was focused on simulating and then assessing booming strategies for railroad/waterway nexus points, as designated by USCG Sector Delaware Bay and the Area Committee. A large railroad spill incident is of high concern and planning priority within the region. Crude shipments by rail have increased drastically since 2008, and several refineries and terminals lie along the Delaware River and its tributaries. Starting in 2014, the USCG Sector Delaware Bay partnered with various regional agencies to identify railroad/waterway nexus points. This assessment helped to identify over 30 railroad nexus points in extremely sensitive areas. Booming strategies were then identified for these points. PISCES was implemented to test and provide evidence to prove the thought processes behind the booming strategies. In order to test these strategies, additional research was done to simulate statistically significant, and climatologically accurate spills in both the summer and winter seasons. Summer and winter were chosen to accurately represent a variety of conditions, which has implications on how the oil may react in the environment. In addition to assessing booming strategies, the accuracy of the PISCES model itself was tested. Two specific incidents were modeled and evaluated: a January 2016 diesel spill along the Schuylkill River, and the Wild Cosmos Bunker C fuel oil - #6 spill in the Wilmington, DE area in March of 2015. Research concluded that the model does provide a strong basis for assessing booming strategies. Additionally, PISCES has future uses in planning and exercise for scenarios like railroad incidents, which still have little data known that would be practical in response and clean-up operations. Additional planning uses could be done on a multi-agency and multi-jurisdictional scale for not only environmental assessment and mitigation from potential spill impacts, but for exercise & strategic stockpiling as well.
4
Zakharova, I. Y. "RESTORATION OF RAILWAY TRANSPORT IN KUBAN DURING THE POSTOCCUPATIONAL PERIOD OF 1943." Scientific bulletin of the Southern Institute of Management, no. 3 (September 30, 2017): 100–105. http://dx.doi.org/10.31775/2305-3100-2017-3-100-105.
Повний текст джерелаАнотація:
In article restoration of railway infrastructure after release of the territory of Krasnodar Krai from the German occupation is considered. The author determined scales of corruptings of a transport component, the reasons requiring the immediate organization of operations for restoration of railway transport are established. Exposures from the minutes of regional committee of the All-Union Communist Party (bolsheviks), reports of the persons responsible for carrying out recovery work in which periods and the directions and actions for repair of railroad tracks, bridges, stations are marked are given in article; shortcomings are specified and the reasons of lowering of rates of operations are established. In article launch of the first trains in the territory of Krasnodar Krai, after release from the German invaders is chronologically considered. Importance and efficiency of reviewing of the questions connected to supplies of equipment and building materials, restoration of the Tikhoretsk locomotive-repair plant evacuated in Tbilisi is shown. The author showed heroic work of the population on restoration of railway communication in the territory of Kuban: in July, 1943 community work days in which families of railroad workers, collective farmers, citizens participated are organized. Dedicated work allowed branch to quit on the advanced boundaries on rates of restoration. In the documents provided in article difficult material living conditions in which there were railroad workers were marked. This problem was solved due to the brotherly help of the Transcaucasian federal republics (The Georgian SSR, the Armenian Soviet Socialist Republic and the Azerbaijani SSR). Deliveries of suits, linen, mittens, women’s and men’s shoes were realized.
5
Dong, Hairong, and Clive Roberts. "ITSS Technical Activities Spotlight: Getting to Know the Railroad Systems and Applications Technical Committee [Technical Activities]." IEEE Intelligent Transportation Systems Magazine 10, no. 2 (2018): 208. http://dx.doi.org/10.1109/mits.2018.2811445.
Повний текст джерела
6
Burkholder, Anna, and Yvonne Addassi. "Geographic Response Plans: Preparing for Inland Oil Spills in California Waterways." International Oil Spill Conference Proceedings 2017, no. 1 (May 1, 2017): 2017419. http://dx.doi.org/10.7901/2169-3358-2017.1.000419.
Повний текст джерелаАнотація:
California emergency regulations governing the development of oil spill contingency plans and financial responsibility for inland facilities, pipelines, refineries and railroads became effective in 2015, with final regulation adoption scheduled for the fall of 2016. With the California Department of Fish and Wildlife's (CDFW) Office of Spill Prevention and Response's (OSPR) authority for oil spill prevention, preparedness, and response being extended to inland waters of the State, the need to develop Geographic Response Plans (GRP) for sensitive watersheds having relatively high oil spill risk has become a top priority. Previously developed GRPs in California have focused on waterways shared with Nevada and have not considered oil spill response, per se. Given the successful history with developing, implementing, and maintaining the California marine Area Contingency Plans (ACP), OSPR intends to implement a similarly effective GRP program. GRP's will be driven primarily by access to sites along river systems and lakes where response activities are feasible. Current efforts are underway to complete a Feather River GRP. The Feather River GRP has been vetted through the regional Local Emergency Planning Committee (LEPC) which is comprised of first responders, railroad representatives, and federal, State, and local government agencies. The process of developing GRP's for the State will consist of: 1) developing a consistent framework based on the Feather River GRP, as well as previously developed GRPs; 2) implementing a Statewide GRP Steering Committee; 3) developing partnerships with industry representatives, and federal, State and local agencies, including first responders (LEPC's and others) to ensure critical local expertise and information is incorporated. With the emerging trend of oil by rail transportation, historical spill threats from other sources, and the promulgation of emergency regulations extending OSPR's oil spill preparedness activities to inland waters, the development of GRP's for at-risk watersheds is critical. The purpose of this poster is to provide an overview of the efforts to produce GRP's to provide oil spill response strategies for inland waters Statewide.
7
Beal Partyka, Raul, Marina Gama, Jeferson Lana, and Rosilene Marcon. "Indigenous activism debut in Brazil: the case of Rumo." Emerald Emerging Markets Case Studies 13, no. 3 (October 20, 2023): 1–28. http://dx.doi.org/10.1108/eemcs-09-2022-0313.
Повний текст джерелаАнотація:
Learning outcomes By the end of the case study discussion, it is expected that students will have learned to assess what makes it likely that firms will respond to episodes of stakeholder activism; establish the interplay between nonmarket strategies and corporate governance mechanisms in assessing shareholder activism; explain about the board of directors as a corporate governance mechanism; evaluate the threats of nonmarket dimensions as a strategic response from the board; and understand the impact and increasing power of shareholders over board decisions. Case overview/synopsis In April 2019, to pressure Rumo S.A. regarding the duplication of the Itirapina–Cubatão railroad, indigenous peoples from 12 São Paulo villages bought six Rumo shares, which were quoted on Tuesday, April 23, 2019, at around BRL17 each. Duplication of the railroad started in 2011 and affected the lives of the Indians. The company promised to implement more than 100 improvements to the villages, but as of 2019, half of the improvements were at a standstill. After buying enough shares to entitle them to participate in the annual general meeting (AGM) of shareholders, the Indians went to Rumo’s AGM to voice their concerns and show how the villages had been affected. It was the audit committee that needed to discuss and solve the case of the indigenous peoples. What steps would Rumo take next? What was the best thing to do with regard to the claims of the Indians? This case shows the start of corporate activism in Brazil. This case reports the dilemma that Rumo faced with the indigenous activism at the beginning of 2019 because of the expansion of their railroad network across indigenous lands. Complexity academic level This case is suited for a class in which the students are exposed to a corporate governance framework and internal and external governance mechanisms. The case can be applied at the graduate and executive levels in relevant courses such as corporate governance, corporate responsibility, strategic management, and the stock market. Supplementary material Teaching notes are available for educators only. Subject code CSS 11: Strategy.
8
Diemer, Andrew. "The Business of the Road: William Still, the Vigilance Committee, and the Management of the Underground Railroad." Journal of the Early Republic 42, no. 1 (2022): 83–113. http://dx.doi.org/10.1353/jer.2022.0019.
Повний текст джерела
9
McGowan, Greg, Michael Algots, and Josh Gravenmier. "Inland Geographic Response Plan (GRP) for Complex, Variable, Limited Access River Settings." International Oil Spill Conference Proceedings 2017, no. 1 (May 1, 2017): 1784–94. http://dx.doi.org/10.7901/2169-3358-2017.1.1784.
Повний текст джерелаАнотація:
ABSTRACT 2017-427 Geographic Response Plans (GRPs) are a key tool in response preparedness, but are limited in inland settings, especially in remote areas. Development of a GRP for 200 miles of the Feather River in California required consideration of highly variable seasonal flow conditions, extremely limited access, and numerous sensitive ecological and cultural resources. This setting required adjustments to the typical prioritization of GRP response strategies based on the sensitivity of potentially exposed resources at risk, and instead increased focus on access and infrastructure locations in relation to natural and man-made collection areas. With a highway on one side of the steep-walled canyon, and a state-designated “high-hazard area” for the railroad line on the other, the GRP also needed to consider a wide variety of potentially released material types and source points. The scoping and GRP development was led by a steering committee including the Union Pacific Railroad and BNSF Railway, the U.S. EPA (Region 9), CA Department of Fish and Wildlife Office of Oil Spill Prevention and Response (OSPR), ARCADIS, and numerous regional and local organizations as well as response contractors. The resulting GRP is a pragmatic document that provides critical response information to optimize the efficiency and effectiveness of the first 24 – 48 hours of incident response in this challenging environment. This paper discusses the challenges faced and the resultant strategic measures addressing limited access, fast-water booming, resource mapping, and other critical planning parameters to develop a pragmatic and effective GRP.
10
Wood, Andrew Grant. "Introducing La Reina Del Carnaval: Public Celebration and Postrevolutionary Discourse in Veracruz, Mexico." Americas 60, no. 1 (July 2003): 87–107. http://dx.doi.org/10.1353/tam.2003.0090.
Повний текст джерелаАнотація:
Following the revolution of 1910-1917, a new era took shape in the port of Veracruz, Mexico as residents (porteños) took to a variety of recreational pursuits that included baseball, social dances and, increasingly, film. No one activity proved more significant, however, than the revival of Carnival in 1925. That year, members of the Veracruz railroad workers union (Alianza de Ferrocarrileros) along with a coordinating committee made up of representatives from various community associations organized the first public celebration of Carnival in nearly five decades. Assembling just outside the union hall on the afternoon of Saturday February 21, 1925, hundreds joined in an afternoon parade that circulated through the central city. Carrying assorted musical instruments and noisemaking gadgets, an enthusiastic throng engaged in a hunt to capture a ritualistic “enemy of the people” known as Mal Humor. After members of the procession seized their prey, a tribunal headed by King Juan Carnaval tried the offender and sentenced him to death.
Дисертації з теми "Railroad Committee"
1
James, Ervin. "Unity, Justice and Protection: The Colored Trainmen of America's Struggle to End Jim Crow in the American Railroad Industry [and Elsewhere]." Thesis, 2012. http://hdl.handle.net/1969.1/ETD-TAMU-2012-08-11513.
Повний текст джерелаАнотація:
The Colored Trainmen of America (CTA) actively challenged Jim Crow policies on the job and in the public sphere between the 1930s and 1950s. In response to lingering questions concerning the relationship between early black labor activism and civil rights protest, this study goes beyond both local lure and cursory research. This study examines the Colored Trainmen's major contributions to the advancement of African Americans. It also provides context for some of the organization's shortcomings in both realms. On the job the African American railroad workers belonging to the CTA fought valiantly to receive the same opportunities for professional growth and development as whites working in the operating trades of the railroad industry. In the public sphere, these men collectively protested second-class services and accommodations both on and off the clock.
Neither their agenda, the scope of their activities, nor their influence was limited to the railroad lines the members of the CTA operated within the Gulf Coast region. The CTA belonged to a progressive coalition comprised of four other powerful independent African American labor unions committed to unyielding labor activism and the toppling of Jim Crow. Together, they all worked to effectuate meaningful social change in partnership with national civil rights attorney Charles H. Houston. Houston's experience and direction, coupled with the CTA's dedicated membership and willingness to challenge authority, created considerable momentum in movements aimed at toppling racial inequality in the workplace and elsewhere.
Like most of their predecessors, the CTA's struggle for advancement fits within a continuum of successive challenges to economic exploitation and racial inequality. No single person or organization can take full credit for ending segregation or achieving equality. Many who remain nameless and faceless contributed and sacrificed. This study not only chronicles the contribution of a relatively unsung African American labor organization that waged war against Jim Crow on two different fronts, it also pays homage to a few more individuals who made a difference in the lives of an entire race of people during the course of a bitterly contested, never-ending struggle for racial equality in the United States of America during the twentieth century.
Книги з теми "Railroad Committee"
1
North Carolina. General Assembly. House of Representatives. House Interim Committee on Expanding Rail Service. House Interim Committee on Expanding Rail Service: Report to the 2005 session of the 2005 General Assembly of North Carolina. Raleigh, N.C.]: House Interim Committee on Expanding Rail Service, 2005.
Знайти повний текст джерела
2
Transport, Canada Parliament House of Commons Standing Committee on. Renaissance of passenger rail in Canada: Report of the Standing Committee on Transport. Ottawa: The Committee, 1998.
Знайти повний текст джерела
3
United, States Congress Senate Committee on Commerce Science and Transportation. Rail Safety Improvement Initiatives Act of 1991: Report of the Senate Committee on Commerce, Science, and Transportation on S. 1571. Washington: U.S. G.P.O., 1991.
Знайти повний текст джерела
4
United, States Congress Senate Committee on Commerce Science and Transportation. Federal Railroad Safety Improvement Act: Report of the Committee on Commerce, Science, and Transportation on S. 1402. Washington: U.S. G.P.O., 2003.
Знайти повний текст джерела
5
United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Federal Railroad Safety Improvement Act: Report of the Committee on Commerce, Science, and Transportation on S. 1402. Washington: U.S. G.P.O., 2003.
Знайти повний текст джерела
6
United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Railroad safety: Hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred Fourth Congress, second session, February 27, 1996. Washington: U.S. G.P.O., 1996.
Знайти повний текст джерела
7
Canada. Legislature. Legislative Assembly. Standing Committee on Railroads and Telegraph Lines. First report of the standing committee on railroads and telegraph lines: Together with a series of clauses on which to frame a general railway bill. [Toronto?: s.n., 2000.
Знайти повний текст джерела
8
MacNab, Allan Napier, Sir, 1798-1862., ed. First report of the standing committee on railroads and telegraph lines: Together with a series of clauses on which to frame a general railway bill. [Toronto?: s.n., 1993.
Знайти повний текст джерела
9
United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Subcommittee on Surface Transportation. Acquisition of certain railroads: Hearing before the Subcommittee on Surface Transportation of the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred First Congress, first session, on S. 1005 ... June 22, 1989. Washington: U.S. G.P.O., 1989.
Знайти повний текст джерела
10
United, States Congress Senate Committee on Commerce Science and Transportation Subcommittee on Surface Transportation. Rail safety: Hearing before the Subcommittee on Surface Transportation of the Committee on Commerce, Science, and Transportation, United States Senate, One hundredth Congress, first session, on rail safety. Washington: U.S. G.P.O., 1987.
Знайти повний текст джерелаЧастини книг з теми "Railroad Committee"
1
Pavoni, Riccardo. "A Plea for Legal Peace." In Remedies against Immunity?, 93–117. Berlin, Heidelberg: Springer Berlin Heidelberg, 2021. http://dx.doi.org/10.1007/978-3-662-62304-6_5.
Повний текст джерелаАнотація:
AbstractThis chapter advocates legal peace between Germany and Italy as the most sensible and appropriate way to deal with the aftermath of Sentenza 238/2014 of the Italian Constitutional Court and its declaration of the unconstitutionality of the 2012 International Court of Justice (ICJ) Judgment in Jurisdictional Immunities. This plea does not only arise from frustration with the current impasse but also from the suspicion that the public good of legal peace has never seriously been canvassed by the Italian and German governments. Section II takes stock of the legal developments relating to the dispute between Germany and Italy since Sentenza 238/2014 was delivered. It especially focuses on the attitudes of the governments concerned, both in the context of the ongoing proceedings before Italian courts and elsewhere. It finds such attitudes opaque and unduly dismissive of the necessity to devise legal peace in the interest of the victims and of the integrity of international law. Section III highlights how the behaviour of the governments so far was at odds with the successful outcome of other intergovernmental negotiations concerning reparations for crimes committed during World War II (WWII), a process which has not been entirely finalized, as evidenced by the 2014 Agreement between the US and France on compensation for the French railroad deportees who were excluded from prior French reparation programmes. The Agreement between the US and France and all previous similar arrangements were concluded under mounting pressure of litigation before domestic courts against those states (and/or their companies) that were responsible for unredressed WWII crimes, thus a situation resembling the current state of the dispute between Germany and Italy. It is telling that litigation ended when the courts took cognizance of the stipulation of intergovernmental agreements establishing fair mechanisms for compensating the plaintiffs and victims of the relevant crimes. Such practice, therefore, is essentially in line with the proposition that state immunity (for human rights violations) is essentially conditional on effective alternative remedies for the victims. This and other controversial aspects related to the law of state immunity—such as the nature of state immunity, the North American remedies against immunity for state sponsors of terrorism, and the persistent dynamism of pertinent practice—are revisited in section IV. The purpose is to suggest that certainty about the law of international immunities, as allegedly flowing from the 2012 ICJ Judgment, is more apparent than real and that this consideration should a fortiori urge the realization of legal peace in the German–Italian affair.
2
Martin, Albro. "Carrying the People’s Burden to Market." In Railroads Triumphant, 191–215. Oxford University PressNew York, NY, 1992. http://dx.doi.org/10.1093/oso/9780195038538.003.0008.
Повний текст джерелаАнотація:
Abstract One of the most valuable achievements of the Select Committee on Transportation Routes to the Seaboard in 1874 was the intensive education on the flow of commerce within the United States that it provided an obscure government employee by the name of Joseph N. Nimmo, Jr. Nimmo came to his job well prepared. A graduate civil engineer, he had studied railroads from the viewpoint of an engineer and was now doing so with the simple tools of statistical analysis, which was still in its infancy. In the course of gathering more data on what was going on within the booming post-Civil War economy, Nimmo had reflected long and hard on the patterns of manufacturing and mercantile activity, as well as agriculture, that he discerned. The committee’s report, which he appears to have drafted, must have given him pause. During the next several years, as head of the domestic commerce division of the Treasury Department, he would produce a series of reports that are a priceless source of information on the rapid evolution of the American transportation system in its most critical, formative years.
3
Broughton, Chad. "Unrest in the Magic Valley." In Boom, Bust, Exodus. Oxford University Press, 2015. http://dx.doi.org/10.1093/oso/9780199765614.003.0005.
Повний текст джерелаАнотація:
One Evening in May 1967, in the parched border city of Mission, Texas, Ed Krueger had worked into the early evening on a painting and was late to the demonstration at the railroad crossing. He arrived there at 8:45 p.m. with his wife, Tina; his 18-year-old son, David; and Doug Adair, a young journalist writing for the magazine El Malcriado: The Voice of the Farm Worker. Just a few union members and bystanders were at the crossing when they arrived. Krueger, 36, a lanky and clean-cut minister, had been working with Local 2 of the United Farm Workers Organizing Committee (UFW) and had expected to see thirty or forty striking farmworkers and activists protesting the “scab melons” passing by on the next train. But they weren’t there, and Krueger was worried. They parked 75 feet south of the railroad crossing, on the west side of Conway Street. Krueger and his wife grabbed some hamburgers and sodas and leaned on their bumper to eat with their son. Adair went to talk to a reporter on the north side of the crossing. Joining Krueger was Magdaleno Dimas, an itinerant 29-year-old farmworker. A Mexico-born U.S. citizen, Dimas had a dragon tattoo on his right arm, a rose on his left, and an edgy zeal for the strike. They were waiting for a freight train carrying tens of thousands of recently harvested cantaloupes and honeydews loaded into thirty or so refrigerated cars. The melons had just been cut at La Casita ranch in Rio Grande City, thirty miles west of Mission. After a switch down-valley in Harlingen, the ranch’s melons would head north to San Antonio. La Casita, owned by a California company, operated nearly year round and employed 300 to 500 laborers on 2,700 acres of melons, peppers, carrots, cabbage, celery, and lettuce. The southern boundary of its well-ordered fruit and vegetable fields was the snaking Rio Grande River. All that separated La Casita from Mexico was a short swim across the slow-moving, greenish river that irrigated its fields.
4
Rosenthal, Cindy Simon. "Colorado: Defining the Standards of Leadership." In When Women Lead, 137–58. Oxford University PressNew York, NY, 1998. http://dx.doi.org/10.1093/oso/9780195115406.003.0008.
Повний текст джерелаАнотація:
Abstract In the Colorado Senate chambers, seven stained glass windows hold the faces of the state’s leaders from days gone by. From five of the windows, the images of mustachioed men peer somberly down: John Routt, the last territorial governor and the first state governor; two U.S. senators, Charles Hughes and Edward Wolcott; and two men of industry, David Moffat, whose famed railroad tunnel provided transportation and water to the Queen City of the plains, and Samuel Nicholson, whose mining technology revolutionized gold and silver exploration in the Rocky Mountains. The other two windows are of women. One window contains the picture of Virginia Neal Blue, state treasurer from 1966 to 1970 and the first woman elected to a statewide office. The most recent addition to this pantheon of notables is Ruth Stockton, who served twenty-three years (196i-1984) in the General Assembly and became one of the most powerful women in the state as the first female chair of the Joint Budget Committee (JBC) (1975-1980) and the first female Senate President Pro Tern (1979-1980). Senator Stockton’s window speaks volumes about what distinguishes the Colorado General Assembly from other state legislatures. While other states struggle to elect women legislators and every woman is in some way a first, Colorado women have established themselves not only as powerful players but as part of the basic furnishings of the legislature.
5
Keats, Jonathon. "Lifehacker." In Virtual Words. Oxford University Press, 2010. http://dx.doi.org/10.1093/oso/9780195398540.003.0025.
Повний текст джерелаАнотація:
At the Massachusetts Institute of Technology in the 1950s, some of the brightest students seldom attended classes. Instead they loitered around the Tech Model Railroad Club. The most brilliant were tapped to join the Signals and Power Committee, which rigged ever more elaborate systems of programmable track switches using nothing more sophisticated than telephone relays. Taking pride in their ad hoc wiring, which ignored all conventions of electrical engineering, they referred to themselves as hackers. Nothing was impossible for them; nothing was off limits. When MIT acquired its first computer in 1956, they infiltrated the control room, where they coerced the electronics to do tricks unintended by the manufacturer, using sine and cosine routines to code the first digital computer game. As computers became more common, so did hacking. To program home computers in the 1970s no longer required the imaginative genius of the MIT Signals and Power Committee, and by the 1980s self-professed hackers ranged from professional software developers to adolescent cyberpunks. The latter proved considerably more interesting to the public, riveted by their ability to torment corporations and governments from their bedrooms. “A hacker—computer jargon for an electronic eavesdropper who by-passes computer security systems—yesterday penetrated a confidential British Telecom message system being demonstrated live on BBC-TV,” reported the Daily Telegraph in a typical news story of 1983, the year that War Games hit the big screen. Old-school Signals and Power hackers fought valiantly against this linguistic turn, insisting that the young punks were crackers rather than hackers, but the media ignored the distinction, leading most new-school professionals to head off confusion by blandly presenting themselves as computer scientists or software engineers or information technology specialists. Aside from the occasional insider reference—ITs who troubleshoot security systems were sometimes known as “white-hat” hackers— the criminal connotation seemed permanent. Then in 2004 a Silicon Valley technology writer named Danny O’Brien gave a forty-five-minute lecture at the O’Reilly Emerging Technology Conference titled “Life Hacks: Tech Secrets of Overprolific Alpha Geeks.” Within a year technophiles worldwide, from computer scientists to iPhone addicts, were striving to become hackers again.
6
Haw, Richard. "Securing Niagara (1852–55)." In Engineering America, 344–95. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780190663902.003.0016.
Повний текст джерелаАнотація:
The Niagara contract was a fitting judgment on John’s career to date, and the bridge itself was a triumph, eliciting praise and admiration from all over the globe, for both its handsome Egyptian architecture and the soundness of its design. It took four years to build and was the world’s first railroad suspension bridge, or at least the first successful one, fully demonstrating the strength and effectiveness of the suspension plan for heavy-going freight. It also compared very favorably with Robert Stephenson’s recently completed Britannia Tubular Bridge, the British engineer’s rival solution to the problem of long-span railroad bridges. A lifelong, committed abolitionist who wrote extensively about the evils of slavery, John also appreciated the impact his bridge had (somewhat incidentally) on the institution of slavery. Harriet Tubman (among others) used John’s bridge numerous times in the late 1850s to lead runaway slaves out of the United States and into British Canada.
7
Klarman, Michael J. "The Plessy Era." In From Jim Crow To Civil Rights, 8–60. Oxford University PressNew York, NY, 2004. http://dx.doi.org/10.1093/oso/9780195129038.003.0002.
Повний текст джерелаАнотація:
Abstract In 1890, the Louisiana legislature, following a trend initiated in Florida a few years earlier, passed a law requiring railroads to provide “equal but separate” accommodations for black passengers. A citizens’ committee of upper-class Afro-Creoles in New Orleans organized to challenge the law, which was emblematic of the deterioration in the civil and political rights of southern blacks around this time. The committee thought a legal challenge to the statute was important not simply for the immediate effect it might have in stemming the tide of Jim Crow legislation, but also because “the North needs to be educated as to conditions in the South and its disloyalty and rebellious tendencies.” Committee members hired a famous Republican advocate of civil rights, Albion Tourgee, to represent them, and selected as their plaintiff Homer Plessy, a working-class Afro-Creole who shared the white physical appearance of the members but not their elite cultural status.
8
Nagel, Robert F. "’Boldness Is Essential But Wisdom Indispensable’ Inside the Supreme Court." In Making Civil Rights Law, 187–95. Oxford University PressNew York, NY, 1994. http://dx.doi.org/10.1093/oso/9780195084122.003.0014.
Повний текст джерелаАнотація:
Abstract The justices discussed the segregation cases at their conference on December 13. The Court was divided. Douglas wrote a memorandum to his files on May 17, 1954, the day Brown was announced. He stated that ’in the original conference, there were only four who voted that segregation in the public schools was unconstitu-tional’: Black, Burton, Minton, and Douglas. According to Douglas, Vinson thought that ’the Plessy case was right,’ as did Reed, and Clark ’inclined that way.’ Both Frankfurter and Jackson ’expressed the view that segregation in the public schools was probably constitutional.’ He concluded, ’it seemed that if the cases were to be then decided the vote would be five to four in favor of the constitutionality of segregation in the public schools in the States with Frankfurter indicating he would join the four of us when it came to the District of Columbia case.’ Frankfurter thought that the vote would have been five to four to reverse Plessy, with Vinson, Reed, Jackson, and Clark dissenting. Burton and Jackson thought that there would be between two and four dissenters if Plessy were re-versed.1 These speculations written after the decision should be taken cautiously. At the suggestion of Vinson and Jackson, no formal vote was taken, 2 so the justices were inferring from a loosely structured discussion what the ultimate outcome would be. Further, expressions in such a discussion need not indicate firm posi-tions. In the university cases, Vinson said he inclined toward affirming, yet a week later he was confident enough about reversing to start writing the Court’s opinions; in the Jaybird primary case, an initial conference vote of five to four to uphold the primary quickly became a vote of eight to one to strike it down. The one sure conclusion is that, at the start, unanimity seemed unlikely. The justices’ political and intellectual circles were hostile to segregation. Most were Democrats friendly with President Harry Truman, who had won reelection in 1948 on a platform with a strong civil rights plank. Truman’s Committee on Civil Rights condemned segregation, and Truman ordered the desegregation of the armed forces. The administration urged the Court to overrule Plessy in the 1950 railroad case. Granted, the Truman administration’s commitments to racial equal-
9
Raitz, Karl. "The McKenna Family Distillery." In Making Bourbon, 342–70. University Press of Kentucky, 2020. http://dx.doi.org/10.5810/kentucky/9780813178752.003.0016.
Повний текст джерелаАнотація:
Henry McKenna was shipping whiskey to markets across Kentucky and to a diverse customer base of individuals, retailers, and wholesalers in the South, Middle West, Great Plains, and mountain West by the 1870s, primarily by rail. His sons were active in company management by 1881, and they established a sales and shipping office in Louisville. Customers often specified their interest in “aged whiskey.” The McKennas developed a comprehensive marketing program that included sales to hotels and restaurants; they advertised in professional medical journals and in circulars displayed in railroad passenger cars. The distillery’s logo included two ancient Irish symbols: the Irish harp and the winged Maiden of Eire. Representatives displayed McKenna’s product at medical conventions and directed ads to the medicinal whiskey market. Patrons in dry states and counties used McKenna’s mail-order service extensively. The McKennas did not strive to operate a high-capacity industrial distillery but remained committed to supporting their local community.
10
Siraganian, Lisa. "Contracting without Meaning." In Modernism and the Meaning of Corporate Persons, 43–80. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780198868873.003.0002.
Повний текст джерелаАнотація:
How do you know what a corporate person is really intending, whoever exactly that person is? This chapter explores a set of initial answers to this question in philosophies of intention like Elizabeth Anscombe’s, in historical political cartoons of the corporation, in legal theories of contracts, and in Frank Norris’s The Octopus, the influential novel about the railroad colossus known as the Southern Pacific. Together, they fill out the problem of collective social intention both as it was understood around the turn of the twentieth century and how it developed subsequently. Although older accounts of contract appeal to intention (“a meeting of minds”), the corporate form’s lack of inner life and composite quality made such a mind-meeting odd to envision. The difficulty of knowing a corporate person’s meaning raised knotty issues of interpretation, and political cartoons provided a popular attempt to work through these issues. Other thinkers, including law professor Ernst Freund and Justice Oliver Wendell Holmes, Jr., resolved these problems in their theories of corporate contracts, which introduced a larger concern of how to interpret any of a corporation’s signs. This issue occupied philosophers like Charles Sanders Peirce, and later scholars of contracts such as Arthur Corbin. Ultimately, an attempt to resolve a particular problem of corporate contracts led to a semiological theory committed to the simple literality of signs, in order to negotiate how to live with collective beings without obvious or singular minds.
Тези доповідей конференцій з теми "Railroad Committee"
1
Kann, Sergey. "Committee of the Siberian Railroad and Scientific Support for the Resettlement In Siberia." In Irkutsk Historical and Economic Yearbook 2020. Baikal State University, 2020. http://dx.doi.org/10.17150/978-5-7253-3017-5.09.
Повний текст джерелаАнотація:
In the program of the Committee of the Siberian Railroad, the supporting role was assigned to scientific applied research. They were urged to promote strong settling of territories on the basis of studying of the natural and climatic conditions of a taiga, urman and steppe areas, as well as carrying out hydrotechnical and hydrological work. Events were an integral part of the practical activities of departments. The Committee coordinated the activities of departments, supervision and control, and also distributed financial resources aimed at solving these problems. The article analyzes the principles of organization of scientific and applied work related to resettlement, the main directions and the results achieved.
2
Carter, Daniel, and Kari Gonzales. "Nondestructive Inspection Methods for Railroad Castings." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36199.
Повний текст джерелаАнотація:
Transportation Technology Center, Inc. (TTCI) has investigated various nondestructive inspection (NDI) methods to determine if they are capable of reliably inspecting side frames, bolsters, knuckles, and couplers. The NDI methods used for this investigation include dry and wet (fluorescent) magnetic particle, liquid penetrant, alcohol wipe, visual, ultrasonic (pulse-echo and phased array), and radiography. Inspection results from all methods were used to determine which methods produced repeatable results. From the initial inspection analysis, TTCI engineers determined that the magnetic particle inspection method is the most capable for detecting defects in railroad castings. Further investigation of the magnetic particle technique was completed to develop reliable inspection methods for use on bolsters, side frames, knuckles, and couplers. Each of the inspection techniques have been used for inspections in the field. Using the results of the field tests, procedures were developed by TTCI and submitted to the Association of American Railroads’ (AAR) Coupling Systems and Truck Castings Committee for review and implementation. The inspection procedures can be used by manufacturers, railroads, and car repair shops. Limitations of the inspection procedures include the amount of time necessary to perform the inspection and the reliability of detecting certain types of defects below the surface of the casting. Although these limitations exist, the procedures developed by TTCI are expected to improve the quality of in-service castings and reduce the number of train partings and derailments due to broken or cracked components.
3
Kann, Sergey. "Development of the Northern Sea Route in the Practice of the Committee of the Siberian Railroad." In Irkutsk Historical and Economic Yearbook 2021. Baikal State University, 2021. http://dx.doi.org/10.17150/978-5-7253-3040-3.37.
Повний текст джерелаАнотація:
The development of the Northern Sea Route (NSR) was an integral part of the program of auxiliary enterprises of the Committee of the Siberian Railroad (CSR). The first attempt to use the NSR for the transportation of construction and railroad cargo failed. The reasons were in a hurry, poor organization, lack of financial, material and human resources and the absolute unexplored NSR. It was decided to withdraw this enterprise from the general program of the CSR and assign the responsibility for organizing a long-term research hydrographic expedition of the NSR to the maritime ministry.
4
Jacobsen, Karina, Patricia Llana, and David Tyrell. "Collision Scenarios for Assessing Crashworthiness of Passenger Rail Equipment." In ASME 2010 Rail Transportation Division Fall Technical Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/rtdf2010-42033.
Повний текст джерелаАнотація:
In June 2009, at the request of the Federal Railroad Administration (FRA), the Railroad Safety Advisory Committee established the Engineering Task Force (ETF). The ETF is comprised of government, railroads, suppliers, and labor organizations and their consultants. The ETF was tasked with recommending a process for assessing alternative Tier I passenger rail equipment, i.e., passenger equipment that is operated at speeds up to 125 mph on the general railroad system. The final product of the ETF is a document outlining criteria and procedures for demonstrating crashworthiness performance of passenger rail equipment built to alternative design standards and proposed for operation in the US. The results provide a means of assessing whether an alternative design compares to designs compliant with the FRA’s Tier I crashworthiness requirements. This paper focuses on the criteria and procedures developed for scenario-based requirements. The principle collision scenario describes the minimum train-level crashworthiness performance required in a train-to-train collision of an alternatively designed passenger train with a conventional locomotive-led passenger train. For cab car-led and MU locomotive-led operations, the impact speed is prescribed at 20 mph. For locomotive led operations, the impact speed is prescribed at 25 mph. Criteria for evaluating this scenario include intrusion limits for the passengers and engineer, and occupant protection measures. Other scenario-based requirements discussed in this paper include colliding equipment override, connected equipment override, and truck attachment.
5
Glennie, Neil. "CBTC Equipment EMC Qualification Testing." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3711.
Повний текст джерелаАнотація:
Many railroads are installing new Communications Based Train Control (CBTC) systems and replacing their relay based signaling equipment with solid state equivalents. When installing new signaling and train control equipment on a property, laboratory Electromagnetic Compatibility (EMC) testing is an important part of the qualification process. Much of the new train control equipment is designed and manufactured overseas and Commercial Off The Shelf (COTS) equipment is frequently incorporated into subsystem designs. It is, therefore, important that the railroads and system providers understand the railroad EMC requirements, and that the equipment being installed is tested to the appropriate standards in the laboratory in order to ensure that it will operate as intended in the field. The two main equipment level laboratory qualification testing standards referenced in railway signaling contract specifications are the Military Standard MIL STD-461F and the CENELEC (European Committee For Electrotechnical Standardization) Standard EN 50121 (IEC equivalent IEC 62236). Although the two standards are similar, there are some key differences that can lead to costly delays if not properly understood and addressed. This paper will provide a comparison of these two standards, including the different test methodologies, specific test procedures, and test limits.
6
Twombly, Jeffrey G., Eric D. Cutright, and Kenneth K. Jackson. "Cost-Effective Risk Assessment of PTC Systems per FRA Rule 49CFR236 Subpart H." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63020.
Повний текст джерелаАнотація:
The US rail industry is charged with developing and implementing interoperable Positive Train Control (PTC) on many lines by 2015. It will be a challenge to assure the overall design safety of this next generation of train control, and there are significant issues with accommodating varying operating methods and different territories. The Federal Railroad Administration (FRA) will also require the railroads to meet the processor-based train control standards in FRA Rule 49CFR236 Sub-Part H (hereinafter FRA Rule 236H) [1], including the requirement for a comparative risk assessment, preferably quantitative. This paper provides an overview of the safety assurance process mandated by the FRA and discusses a cost-effective approach to performing risk assessments on large PTC systems. The paper also recognizes the current FRA and Railroad Safety Advisory Committee (RSAC) effort in developing the new PTC-specific FRA Rule 49CFR236 Sub-Part I to meet the recent PTC legislation requirements. The FRA Rule 236H requires railroads to use a comprehensive approach to generating a risk based, safety case for all PTC-type systems. Following the FRA Rule 236H guidelines helps ensure that all aspects of system safety are addressed, and that a safety conclusion can be successfully drawn from the documented evidence. The FRA requirements for building a safety case are based on time-tested traditional safety analyses which are enhanced to address system-wide safety. A critical new requirement of this standard is the development of a quantitative comparative risk assessment for the system as the formal mechanism for summarizing the safety argument. The FRA Rule 236H requires the comparison of the risk of the new PTC system with the historical risk of the existing system, which will be extremely challenging for the nationwide implementation of interoperable PTC where differing operating methods may be employed on multiple railroads with differing levels of appropriate historical data to reference. These factors must be carefully considered in the risk assessment approach and in the formulation of the overall system safety case argument for this Federally-mandated implementation. The risk assessment process described in this paper is uniquely different from existing quantitative safety assessment approaches that have primarily concentrated on producing a Mean Time Between Hazardous Events (MTBHE) for the various train control components in the system. In contrast to an MTBHE method, FRA rule-compliant comparative risk assessment approaches must evaluate PTC safety in the context of the overall comprehensive system operation, considering the effects of human errors, operating rules/procedures, training practices, system maintenance, equipment failures including any time/sequence dependencies, and the movement of trains and their exposure to potentially hazardous conditions. These considerations have prompted the development of a comprehensive FRA Rule 236H-compliant risk assessment methodology that goes far beyond traditional safety analyses and is well-suited for the assessment of interoperable PTC systems.
7
Sagareli, Sergo. "Traction Power Systems Reliability Concepts." In ASME/IEEE 2004 Joint Rail Conference. ASMEDC, 2004. http://dx.doi.org/10.1115/rtd2004-66012.
Повний текст джерелаАнотація:
Reliability of a traction power system may be defined as its ability to continuously supply electrical power of adequate quality during sudden disturbances such as a short circuit or loss of system elements, while operating with a normal scheme configuration, or during scheduled maintenance and repairs, without causing safety hazards, train delays or public nuisance. While the utility power systems’ reliability may be expressed in outage minutes per year (or any other time period), which is calculated as a ratio of customers’ electrical energy deprivation to system’s total power capacity, for a traction power systems’ reliability evaluation, minutes of train delays caused by power interruption or relative values such as delay minutes per passenger-mile may be utilized. Considering the accelerated growth of traction power systems across the US in recent and coming years [1], creation of a reliability council similar to NERC [2] to develop reliability standards within the railroad industry may be highly beneficial: it could pull together statistical data on reliability from different railroads, analyze them, and develop guidelines and recommendations for optimal solutions to provide adequate reliability with the lowest cost possible. IEEE Traction Power Substation Committee and AREMA Committee 33 on Electrical Energy Utilization could initiate and lay groundwork for the creation of such a council. While most of the contingency situations may be predicted and counteracted on the design stage, only the real-life experience is the ultimate test for reliability. That’s why it is so important to keep and analyze records of any outages and contingencies encountered during traction power system operations. Records for these purposes may be provided by Multi-Purpose Relays [3] that become widely used in recently built substations. Classification of voltage events in future Standard may be based on the Institute of Electrical and Electronic Engineers Standard 1159-1995 “IEEE Recommended Practice for Monitoring Electric Power Quality” [4], classification of reliability events — according to NERC Planning Standards [2].
8
Iden, Michael E. "2019 Nominations for ASME Historic Mechanical Engineering Landmark Status: Rail Transportation Category." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8056.
Повний текст джерелаАнотація:
Abstract The ASME Rail Transportation Division submitted five nominations in 2019 for ASME Historic Mechanical Engineering Landmark status. The nominations are for examples of significant railway technologies involving mechanical engineering and built between 1920 and 1964: 1. SBB 14253 “Crocodile” locomotive (1920): pioneering electric heavy-duty Swiss mountain locomotive, with pioneering features found in many subsequent electric locomotives. 2. Winton 8-201 prototype diesel engine (1933): only surviving of two experimental engines which preceded all GM-Electro-Motive 2-stroke cycle diesel engines for locomotives and other applications; first locomotive diesel engine with lightweight welded steel crankcase and unitized fuel injectors. 3. B&O 50 locomotive (1935): sole surviving example of the first (5) standalone, modular, non-articulated high-speed diesel locomotives from Electro-Motive, functional prototypes for the later “E” passenger and “FT” freight locomotives. 4. Cooper-Bessemer prototype diesel engine (1953): sole surviving example of (4) predecessor 4-stroke cycle diesel engines built for GE Transportation for field test locomotives prior to GE becoming a domestic locomotive manufacturer. 5. SP 9010 locomotive (1964): sole surviving example of (21) experimental German-built diesel locomotives for heavy-duty US mountain railroad operation using a hydromechanical torque converter transmission instead of electric traction motors; proved concept of higher-power and improved wheel-to-rail adhesion. All five nominations were submitted to the ASME national History & Heritage Committee for review. This paper provides a description of each nomination and the status of each proposed railroad Historic Mechanical Engineering Landmark.
9
Dawson, Richard W., Darrell Iler, and Kevin Koch. "New AAR Procedure Permitting Freight Car Life Beyond 50 Years." In ASME 2005 International Mechanical Engineering Congress and Exposition. ASMEDC, 2005. http://dx.doi.org/10.1115/imece2005-82848.
Повний текст джерелаАнотація:
The Interchange Rules of the Association of American Railroads (AAR) limit the life of freight cars to 50 years from the date originally built. Recently, however, the AAR has instituted a new provision under Interchange Rule 88 that permits cars to operate for up to 65 years since their built date. The procedure incorporates two basic portions; demonstrating that the carbody has the structural integrity to last for a total life of 65 years and upgrading specific components on each car. After applying to the AAR Equipment Engineering Committee (EEC) requesting that ILS be granted to a particular group of cars, the car owner has two optional methods to demonstrate the structural integrity of the selected cars. The first option is to perform structural inspections on a specified number of representative cars and to perform a full-scale fatigue test on a test car. In place of the fatigue test, the second option is to perform structural inspections on a larger number of cars and conduct follow-up inspections every five years after receipt of approval. The physical fatigue test incorporates modern engineering best practices by utilizing finite element modeling and full-scale accelerated fatigue testing (AFT). Following the creation of a representative model, several load conditions, both real and worst-case, are then applied to determine the high-stress locations. Using instrumentation at the high-stress locations, a full-scale test is conducted with the car operating in a typical service environment. The objective of full-scale testing is to obtain real strain data and input loads produced by typical environment conditions. AFT enables the required load cycles to be applied to the test car in a dynamic test fixture in weeks or months versus years of actual service. A rapid accumulation of fatigue-damaging cycles representative of the remaining years necessary to bring the total life of the test car to 65 years are applied to the car. The requirements for the components to be replaced or upgraded under Rule 88 are similar to those for new cars and for rebuilt cars. Some components, such as air brake control valves, are to be upgraded to more recent standards. Others are to be replaced in kind with reconditioned parts. Even though the carbody is permitted to operate beyond 50 years, components must still comply with existing AAR and Federal Railroad Administration (FRA) age limits. In addition to obtaining Increased Life Status (ILS) from the AAR, the car owner must also apply to the Federal Railroad Administration for authorization to operate the cars beyond the 50-year limit of the FRA Freight Car Safety Standards. This paper will demonstrate the approval process, including AFT testing, as applied to two groups of flat cars in auto rack service, and a group of 60-foot flat cars.
10
Muhlanger, Michelle, Daniel Parent, Kristine Severson, and Benjamin Perlman. "Development of Performance Requirements for a Rail Passenger Workstation Table Safety Standard." In ASME 2010 Rail Transportation Division Fall Technical Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/rtdf2010-42031.
Повний текст джерелаАнотація:
The American Public Transportation Association’s (APTA) Construction and Structural committee, a railroad industry group, with the support of the Federal Railroad Administration (FRA) and the John A. Volpe National Transportation Systems Center (Volpe Center), is creating an industry safety standard for an energy absorbing table. Workstation tables in passenger trains are an increasingly popular seating configuration both in the United States and abroad. Although a well-attached table can provide convenience and compartmentalization for the occupant, there is a risk of abdominal injury during a rail accident. In Fact, there have been several accidents in the United States in which impacts with workstation tables have severely or fatally injured occupants. In 2006, in response to these injuries, an FRA sponsored program developed a prototype table that distributed load over a wider area of the abdomen and absorbed energy during a collision. This table design was tested with specialized anthropomorphic test devices (ATDs) instrumented to measure abdominal impact response and was shown to decrease injury risk compared to a baseline table design. Building on the knowledge gained in the development of the prototype table, the proposed standard requires force to the abdomen be limited while energy is absorbed by the table. Since manufacturers do not have access specialized ATDs, researchers proposed a two part testing requirement. The first part is a quasi-static test which measures the energy absorption capacity of the table with a maximum force level determined from testing with specialized abdominal ATDs. The second part is a sled test with a standard Hybrid III 50th percentile (HIII) ATD to assess compliance with occupant protection standards of compartmentalization and ATD injury assessment reference values (IARVs). This paper discusses the research performed to develop the performance requirement in the draft standard. Current injury measures, originally developed for the automotive industry, were examined to assess their applicability to workstation table impacts. Multiple Mathematical Dynamic Models (MADYMO) model simulations show the estimated injuries during a simulated sled test scenario. Several force-crush parameters were examined, including the initial stiffness of the force-crush curve, the plateau force and the target energy absorbed by the table, to determined the force-crush design characteristics of a table that are likely to reduce injury risk. The results of this study, combined with testing of the current prototype table described in a companion paper [1], led to a draft standard that will greatly improve the safety of workstation tables in passenger rail cars.