Relevant bibliographies by topics / Chicago and Eastern Illinois Railroad

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Academic literature on the topic 'Chicago and Eastern Illinois Railroad'

Author: Grafiati
Published: 4 June 2021
Last updated: 10 February 2022

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Journal articles on the topic "Chicago and Eastern Illinois Railroad"

1

Olivo, Christiane. "Ordinary East Germans and the Peaceful Revolution." German Politics and Society 19, no. 4 (December 1, 2001): 115–26. http://dx.doi.org/10.3167/104503001782486236.

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Linda Fuller, Where Was the Working Class? Revolution in Eastern Germany (Urbana and Chicago: University of Illinois Press, 1999)Jonathan Grix, The Role of the Masses in the Collapse of the GDR (New York: St. Martin’s Press, 2000)
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Allen, John G. "Reasons for Commuter Rail Electrification: Early 20th Century and Since 2000." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 7 (April 17, 2019): 227–38. http://dx.doi.org/10.1177/0361198119840621.

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Commuter rail electrification is a complex, capital-intensive matter requiring careful study. Between 1905 and 1931, North American railroads inaugurated electrifications for commuter trains that survive today in New York; Philadelphia, Pennsylvania; Chicago, Illinois; and Montréal, Québec, Canada, as well as for intercity passenger trains between New Haven, Connecticut, and Washington, D.C. A renaissance in electrification is taking hold once more. Since 2000, three new-start electrifications have been placed in service: one for intercity passenger trains (between Boston, Massachusetts, and New Haven, Connecticut), and two others for commuter rail (in Mexico City, Mexico, and Denver, Colorado). Two more are proceeding forward (in Toronto, Ontario, Canada, and San Francisco, California). Despite the great changes caused throughout the railroad industry by the mid-20th century switch from steam to diesel, there is little change in the reasons for commuter railroad electrification in the two eras. Although the justification threshold is higher today than in the early 20th century, it has lowered somewhat as various considerations again converge in favor of electric traction. This is important, because electrification both requires and reinforces heavy ridership, and today’s resurgence of electrification is happening amid a sustained upswing in commuter rail ridership.
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Kadi, Wadad. "Annie Higgins 1957–2014." Review of Middle East Studies 49, no. 1 (February 2015): 120–21. http://dx.doi.org/10.1017/rms.2015.41.

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Annie Campbell Higgins was born and raised in the Chicago area. After receiving a BA in geography from Northwestern University, she entered the University of Chicago's Department of Near Eastern Languages and Civilizations (NELC) in 1988 and graduated with a PhD in Islamic thought in 2001, having been awarded the prestigious Stuart Tave Award in the Humanities. During this period, she taught Arabic language and several Middle Eastern subjects at the University of Chicago, Loyola University, the University of Illinois in Chicago, the College of William and Mary, and the University of Florida. After graduation she held tenure-track positions in Arabic literature and language at Wayne State University and then at the College of Charleston. The key to Annie's academic career was her love of and commitment to the study of Arabic language and culture. Even before entering NELC, she had spent a year in Egypt (1985–86) studying Arabic and making a point of mixing with Egyptians, learning about their culture and speaking their dialect with enthusiasm.
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DeGaspari, John. "Rolling Stock." Mechanical Engineering 123, no. 02 (February 1, 2001): 59. http://dx.doi.org/10.1115/1.2001-feb-5.

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This article discusses features of a new friction management system, which is intended to boost efficiency on the railroad. Friction Management Services LLC of West Chicago, Illinois, has developed a friction management system, called TracGlide that consists of a synthetic polymer and computerized application equipment, installed on the locomotive at the front of the train. Unlike conventional lubrication schemes, the TracGlide system applies a friction modifier, not a lubricant, to the top of the rail. Although railroads usually avoid treating the tops of rails to avoid traction problems, the TracGlide polymer tends to increase the coefficient of friction when needed. The friction modifier is applied on both rails after the last axle of the last locomotive at the front of the train passes by. The application is computer controlled, based on factors such as the train’s weight, track curvature, speed, and temperature of the lubricant, which are constantly changing.
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Blicksilver, Jack. "Southwest Virginia’s Railroad: Modernization and the Sectional Crisis. By Kenneth W. Noe. Urbana and Chicago: University of Illinois Press, 1994. Pp. ix, 221. $27.95." Journal of Economic History 55, no. 3 (September 1995): 716–17. http://dx.doi.org/10.1017/s0022050700041917.

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Westcott, Nancy E. "The Prolonged 1954 Midwestern U.S. Heat Wave: Impacts and Responses." Weather, Climate, and Society 3, no. 3 (July 1, 2011): 165–76. http://dx.doi.org/10.1175/wcas-d-10-05002.1.

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Abstract The highest recorded temperature in Illinois, 117°F (47.2°C) occurred on 14 July 1954 in East St. Louis. This occurred in the midst of a widespread, long-lasting heat wave covering significant parts of 11 states: from eastern Colorado through Kansas, Oklahoma, part of Texas, Missouri, and Arkansas, southern Illinois, and extending to western Tennessee, Alabama, Georgia, and parts of the Carolinas. According to historical climate data, this event ranked as one of the top five extended periods of heat in these states since 1895. No such prolonged heat wave has occurred in the Midwest since 1954. It stands to reason that since prolonged widespread heat waves have occurred in the last 100 years, there is a distinct possibility that they will occur again, and reviewing past impacts could help us plan for future events. This research examines the impacts of the heat felt in the Illinois, Missouri, and Kansas region, as well as the responses to the extreme temperatures. Impacts on human health and well-being, water resources, utilities, agriculture, and commerce are described, as well as responses by individuals, communities, and governmental bodies. The extreme heat resulted in many deaths and much discomfort. Sizeable infrastructure repair costs from buckled streets and warped railroad ties were accrued in 1954. Energy and water resources were significantly strained. However, the most costly governmental interventions were those related to the agricultural community. Recent activities in heat wave and drought preparedness that may help alleviate impacts of future heat waves are discussed.
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Sutton, Robert P. "The Corn Belt Route: A History of the Chicago Great Western Railroad. By H. Roger Grant. (Dekalb: Northern Illinois University Press, 1984. vii + 231 pp. $29.00.)." Business History Review 59, no. 2 (1985): 295–96. http://dx.doi.org/10.2307/3114939.

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Reiff, Janice L. "Rethinking Pullman." Social Science History 24, no. 1 (2000): 7–26. http://dx.doi.org/10.1017/s0145553200010063.

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For the residents of the former model town of Pullman, Illinois, 1994 was an important year. In May, 100 years earlier, a strike had broken out that pitted workers at the Pullman Car Works against George M. Pullman and the company that bore his name. Before the strike finally collapsed in August, it shutdown railroad traffic across much of America, brought federal troops into Chicago and cities as far away as Los Angeles, and led to the imprisonment of Eugene V. Debs, the president of the American Railway Union (ARU). It also brought to a close the long-standing debate on the most famous of the company’s social experiments: the model town located on Chicago’s far south side. Since 1880, George Pullman had trumpeted the architecturally and socially crafted town and life inside it as solutions for the problems of urban, industrial America, and large numbers of observers had concurred with that evaluation (Wright 1884; Smith 1995: 177–270; Reiff and Hirsch 1989: 104–6). For almost as long, its critics had excoriated the town as representing the worst excesses of a capitalist society where one man and his company could dominate every aspect of a worker’s life in their dual roles as landlord and employer (Ely 1885; Carwardine 1973 [1894]).
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Licht, W. "Power At Odds: The 1922 National Railroad Shopmen's Strike. By Colin J. Davis (Urbana and Chicago: University of Illinois Press, 1997. xii plus 244pp. $49.95/cloth $19.95/paperback)." Journal of Social History 33, no. 2 (December 1, 1999): 478–81. http://dx.doi.org/10.1353/jsh.1999.0065.

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Simandiraki-Grimshaw, Anna. "(N.) Marinatos Minoan Kingship and the Solar Goddess, A Near Eastern Koine. Urbana, Chicago and Springfield: University of Illinois Press, 2010. Pp. 263 + illus. £37. 9780252033926." Journal of Hellenic Studies 132 (September 17, 2012): 233–34. http://dx.doi.org/10.1017/s007542691200064x.

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Books on the topic "Chicago and Eastern Illinois Railroad"

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DeRouin, Edward M. Chicago & Eastern Illinois Railroad in color. Scotch Plains, NJ: Morning Sun Books, 2001.

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Exposition, International Mechanical Engineering Congress and. Rail transportation, 1994: Presented at 1994 International Mechanical Engineering Congress and Exposition, Chicago, Illinois, November 6-11, 1994. New York, N.Y: ASME, 1994.

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United States. National Transportation Safety Board. Railroad accident report: Rear end collision of two Chicago Transit Authority trains near the Montrose Avenue Station, Chicago, Illinois, August 17, 1984. Washington, D.C: The Board, 1985.

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United States. National Transportation Safety Board. Railroad accident report: Rear end collision of two Chicago Transit Authority trains near the Montrose Avenue Station, Chicago, Illinois, August 17, 1984. Washington, D.C: The Board, 1985.

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Chicago, Ill ). ASME Rail Transportation Division Fall Conference (2008. Proceedings of the ASME Rail Transportation Division Fall Conference-2008: Presented at 2008 ASME Rail Transportation Division Fall Conference, September 24-25, 2008, Chicago, Illinois, USA. New York: American Society of Mechanical Engineers, 2009.

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ASME Rail Transportation Division Fall Conference (2007 Chicago, Illiniois). Proceedings of the ASME Rail Transportation Division Fall Conference--2007: Presented at 2007 ASME Rail Transportation Division Conference : September 11-12, 2007, Chicago, Illinois, USA. New York, N.Y: American Society of Mechanical Engineers, 2007.

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Symposium on the Application of Applied Mechanics to Railway Engineering Problems (1988 Chicago, Ill..). Applied mechanics rail transportation symposium, 1988: Presented at the Winter Annual Meeting of the American Society of Mechanical Engineers, Chicago, Illinois, November 27-December 2, 1988. New York, N.Y. (345 E. 47th St., New York 10017): ASME, 1988.

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Joint ASME/IEEE Railroad Conference (1994 Chicago, Ill.). Proceedings of the 1994 ASME/IEEE Joint Railroad Conference: In conjunction with AREA 1994 annual technical conference, March 22-24, 1994, Chicago, Illinois. [New York, N.Y.]: IEEE, 1994.

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United States. National Transportation Safety Board. Railroad accident report: Head-on collision of Chicago, Shore and South Bend railroad trains nos. 123 and 218, Gary, Indiana, January 21, 1985. Washington, D.C: The Board, 1985.

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United States. National Transportation Safety Board. Railroad accident report: Head-on collision of Chicago, Shore and South Bend railroad trains nos. 123 and 218, Gary, Indiana, January 21, 1985. Washington, D.C: The Board, 1985.

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Book chapters on the topic "Chicago and Eastern Illinois Railroad"

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Davis, J. M. Frank Marshall. "“Entering Chicago”." In Roots of the Black Chicago Renaissance, 257–58. University of Illinois Press, 2020. http://dx.doi.org/10.5622/illinois/9780252043055.003.0016.

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Editors’ Note: This prose poem appears as part of the introductory material in the first (1927) volume of Frederick H. H. Robb’s remarkable compilation, The Intercollegian Wonder Book or the Negro in Chicago 1779–1927. “Entering Chicago” is attributed there to “J. M. Davis,” but internal and external evidence convince us that this was in fact contributed by journalist and poet Frank Marshall Davis shortly after his arrival in Chicago from his native Kansas. As such, the piece marks the ongoing “migration of the talented tenth” to the Black Metropolis, highlights the ubiquity of the railroad train as icon of Chicago’s modern moment, evidences Davis’s early efforts in free verse influenced by Carl Sandburg and Fenton Johnson, and prefigures the documentary spirit that would animate the most memorable works by writers of the Black Chicago Renaissance....
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Kanter, Deborah E. "Introduction." In Chicago Católico, 1–8. University of Illinois Press, 2020. http://dx.doi.org/10.5622/illinois/9780252042973.003.0001.

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This chapter explains the book’s origins. Visits to Chicago’s Mexican churches suggested a complex, multiethnic history that required learning about Chicago’s eastern European immigrants. Mexican immigrants and their children shared memories of the communities they encountered, reshaped, and made anew in Chicago. The ability to carry out Catholic devotions and to join parishes proved essential for most Mexicans and the communities that they built in the United States. The chapter considers relevant scholarship in Latino studies, which lacks attention to religion. US Catholic history, meanwhile, sorely needs more work on Latino communities and religious life. This book underlines religion’s critical role in urban adjustment and racial politics while recasting the Eurocentric assumptions of immigration history narratives.
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Cicero, Frank. "Introduction." In Creating the Land of Lincoln. University of Illinois Press, 2018. http://dx.doi.org/10.5622/illinois/9780252041679.003.0001.

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The introduction outlines the history of Illinois, focusing on populations of southerners, immigrants, Indians, and enslaved blacks and their various effects on four constitutional conventions held between 1818 and 1869. The biography of Abraham Lincoln organizes the discussion: his migration to the state with other southerners, his service in the state legislature and as a U.S. representative as a Whig, his debates with Stephen Douglas, his election to president representing the new Republican Party, and the legacy of his efforts to unite the nation and to emancipate blacks during the Civil War. Themes of north versus south, rural versus urban (i.e., Chicago), slavery versus freedom, economic and railroad development, and debates about executive, legislative, and judicial powers shaped each of Illinois’s nineteenth-century constitutional conventions.
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Kearney, Joseph D., and Thomas W. Merrill. "The Lake Front Steal." In Lakefront, 8–40. Cornell University Press, 2021. http://dx.doi.org/10.7591/cornell/9781501754654.003.0002.

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This chapter analyses how the emergence of uncertainty about property rights can lead to great political and legal struggle. The chapter begins by narrating the construction of the Illinois Central Railroad along the shore of Lake Michigan in Chicago in the 1850s. It discusses the railroad's landfilling conflict — legal, political, and social — that vexed the lakefront in the ensuing years. The chapter unveils how it was also responsible for much of the configuration of the lakefront today. It investigates the owner of the submerged land and whether that owner had the authority to permit such landfilling. The chapter reveals that the primary motivation of the Illinois Central in 1869 was defensive — to prevent some other group from obtaining a grant of the lakefront for itself and thereby cutting off the railroad's access to it. Ultimately, the chapter reviews the important discussion of riparian property rights and explains some of the puzzling behavior of the City of Chicago and the Illinois Central in the arrangements allowing the railroad to enter along the lakefront in the 1850s. It then shifts on the drama over the lakefront that emerged in the 1860s and produced the “Lake Front Steal.”
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Kearney, Joseph D., and Thomas W. Merrill. "The Lakefront Today." In Lakefront, 281–98. Cornell University Press, 2021. http://dx.doi.org/10.7591/cornell/9781501754654.003.0010.

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This chapter reviews how the political settlements and legal understandings canvassed in the account continue to affect the Chicago lakefront today. It offers brief snapshots of five more recent developments on the lakefront that reflect the influence of the past — and that may be indicative of the future. The chapter begins by recounting the boundary-line agreement of 1912 which planted the seeds of the Illinois Central's demise on the lakefront. Today, the railroad has largely disappeared from the lakefront, in both name and fact. The chapter then shifts to discuss the Ward cases, which continue to affect the shape of the lakefront. It chronicles the success of Millennium Park and the Illinois Supreme Court's demotion of the public dedication doctrine to a statutory right limited to Grant Park. The chapter also recounts the Deep Tunnel project and the challenges in the South Works site. Ultimately, it discusses the appearance of the public trust doctrine on the lakefront, being invoked by preservationist groups to challenge both a new museum and the construction of President Barack Obama's presidential library (called the Obama Presidential Center).
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Lorbiecki, Marybeth. "Lug- Ins- Land: 1887– 1901." In A Fierce Green Fire. Oxford University Press, 2016. http://dx.doi.org/10.1093/oso/9780199965038.003.0006.

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From his childhood home atop Prospect Hill in Burlington, Iowa, Aldo Leopold could gaze out over the mighty Mississippi and its wet, wooded bottomlands. Each fall and spring, the skies were speckled like the breast of a wood thrush as thousands of migrating birds flew overhead, rousing hunters to their blinds. Coal smoke wafted up from the river’s steamboats. The train whistles of the Chicago, Burlington & Quincy Railroad pierced the winds as locomotives chugged back and forth across the Burlington Bridge, linking Illinois to Iowa. Though unaware of it, Leopold was overlooking the meeting of the nation’s East and West, of the Industrial Revolution and the frontier, of an age of nature’s plenty and one of scarcity, of the 19th century and the 20th to come. Leopold was born in Burlington on January 11, 1887, in the house of his grandparents, Charles and Marie Runge Starker. Their home provided fertile soil for the growth of a citizen concerned about people, the land, and the relationships between them. As some flowers are colored by minerals absorbed in their roots, Aldo’s later works exhibit shades of his grandparents and parents. A German immigrant educated in engineering and architecture, Charles Starker had come to Burlington in 1850, when it was a rough river town on the edge of the western prairie. He liked what he saw, because it reminded him of his homeland, and he worked to make Burlington even more into the kind of town he wanted it to be: aesthetic, prosperous, and cultured. Over the years, he progressed from the drafting of buildings to the construction of businesses, excelling as a grocer, banker, alderman, and director of the city cemetery. Using his prestige, he spearheaded efforts to bring to the town, among other civic gems, a library and an opera house, which lent Burlington a grand style scarcely matched by other midwestern communities its size. But style was not enough. Charles was an amateur naturalist, and he believed that cities, as well as homes, required spaces specifically set aside for people to enjoy nature’s offerings.
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Conference papers on the topic "Chicago and Eastern Illinois Railroad"

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Hellman, Adrian, and Tashi Ngamdung. "Illinois High-Speed Rail Four-Quadrant Gate Reliability Assessment." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36120.

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The United States Department of Transportation’s (USDOT) Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the USDOT Federal Railroad Administration (FRA) Office of Research and Development (ORD), conducted a reliability analysis of the four-quadrant gate/vehicle detection equipment installed on the potential high-speed rail (HSR) corridor between Chicago and St Louis. A total of 69 highway-rail grade crossings on a 121-mile (195 km) segment of the 280-mile corridor were equipped with four-quadrant gates and inductive loop vehicle detection technology. This segment, between Mazonia and Springfield Illinois, may eventually carry passenger trains at speeds up to 110 mph (177 km/h), including at many of the highway-rail grade crossings. The analysis was based on maintenance records obtained from the Union Pacific Railroad (UPRR), the owner and operator of the rail line. The results were used to assess the impact of the equipment reliability on the proposed HSR timetable. The Volpe Center study showed that the total average delay to the five scheduled daily high-speed passenger roundtrips was an estimated 10.5 minutes, or approximately one minute per train. Overall, extensive analysis of the trouble ticket data showed that the four-quadrant gate and vehicle detection equipment had a minimal direct impact on the frequency and duration of grade crossing malfunctions.
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Marquis, Brian, Erik Curtis, Khaled E. Zaazaa, Brian Whitten, Magdy El-Sibaie, and Ali Tajaddini. "A Nonlinear Rail Vehicle Dynamics Computer Program SAMS/Rail: Part 2—Preliminary Validation of BETA Release." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63044.

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The Federal Railroad Administration is sponsoring a research project at the University of Illinois at Chicago (UIC) to develop state of the art modeling and simulation capabilities for railroad vehicle systems. This involves the development of a general purpose code for the dynamic simulation and performance evaluation of railroad vehicle systems. During development of the beta version, SAMS/Rail (Systematic Analysis of Multibody Systems/Rail), a number of simplified models have been constructed to validate the program. These examples include single wheelset models, truck models, full vehicle models and industry recognized benchmarks. In each of these cases, comparisons have been made to available solutions. These results are described in this paper.
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Zaazaa, Khaled E., Brian Whitten, Brian Marquis, Erik Curtis, Magdy El-Sibaie, Ali Tajaddini, and Ahmed A. Shabana. "A Nonlinear Rail Vehicle Dynamics Computer Program SAMS/Rail: Part 1—Theory and Formulations." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63045.

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Accurate prediction of railroad vehicle performance requires detailed formulations of wheel-rail contact models. In the past, most dynamic simulation tools used an offline wheel-rail contact element based on look-up tables that are used by the main simulation solver. Nowadays, the use of an online nonlinear three-dimensional wheel-rail contact element is necessary in order to accurately predict the dynamic performance of high speed trains. Recently, the Federal Railroad Administration, Office of Research and Development has sponsored a project to develop a general multibody simulation code that uses an online nonlinear three-dimensional wheel-rail contact element to predict the contact forces between wheel and rail. In this paper, several nonlinear wheel-rail contact formulations are presented, each using the online three-dimensional approach. The methods presented are divided into two contact approaches. In the first Constraint Approach, the wheel is assumed to remain in contact with the rail. In this approach, the normal contact forces are determined by using the technique of Lagrange multipliers. In the second Elastic Approach, wheel/rail separation and penetration are allowed, and the normal contact forces are determined by using Hertz’s Theory. The advantages and disadvantages of each method are presented in this paper. In addition, this paper discusses future developments and improvements for the multibody system code. Some of these improvements are currently being implemented by the University of Illinois at Chicago (UIC). In the accompanying “Part 2” and “Part 3” to this paper, numerical examples are presented in order to demonstrate the results obtained from this research.
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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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Jacobsen, Karina, David Tyrell, and Patricia Llana. "Observed Equipment Damage and Analytically Estimated Car Decelerations in Selected Passenger Train Accidents." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74118.

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The Federal Railroad Administration has conducted a number of detailed investigations of passenger train accidents which result in fatal injuries and/or multiple serious injuries. The objective of these investigations is to reconstruct the sequence of events and to determine the causal mechanisms for injuries and fatalities. This paper presents a reconstruction of the sequence of events and the train collision dynamics results for three accidents: - the passenger train to freight train collision with a closing speed of 80 mph in Chatsworth, California on September 12, 2008; - the passenger train to freight train collision with a closing speed of 33 mph in Chicago, Illinois on November 30, 2007; - the passenger train to freight car collision with a closing speed of 23 mph in Canton, Massachusetts on March 25, 2008. The reconstructions are developed from information gathered during field investigations of occupant injury (via interview and reports), damage to the interior fixtures, structural damage to the equipment, and wayside damage. Engineering analyses are then conducted to integrate the data gathered during the field investigation, including train collision dynamics modeling which estimates the gross motions of each of the rail cars during the collision. To assure that the model reasonably captures the collision dynamics, model results are first compared with the post-accident equipment damage information gathered in the investigations. The model is then used to estimate the severity of the decelerations experienced by the occupants. The Secondary Impact Velocity (SIV) provides an indication of severity of the interior environment experienced by the passengers and crew during the accident. In a companion paper, the SIVs are correlated with the observed level of damage to the interior seats and fixtures. The selected accidents represent a range of collision conditions, with closing speeds from 23 to 80 mph, single- and multi-level passenger cars, and colliding freight equipment from a long train to a single car. The selected accidents are similar in that in all cases the passenger trains are locomotive-led. The differences in collision speed and mass of the colliding equipment resulted in substantial differences in the observed damage to the equipment as well as differences in the estimated SIVs. These differences are discussed in the paper.
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Severson, Kristine, and David Tyrell. "Comparison of Interior Crashworthiness Observed in Passenger Train Accidents and 8G Dynamic Seat Sled Tests." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74154.

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The Office of Research and Development of the Federal Railroad Administration conducts engineering research to address protection of passengers and crew during train accidents. This research includes accident investigations and dynamic seat testing to assess occupant injury during simulated accident conditions. Observations from selected accident investigations are compared with dynamic seat test results, based on the requirements in the Standard for Passenger Seats in Passenger Rail Cars, APTA-SS-C&S-99-016 [1], referred to simply as the Seat Standard. The Seat Standard requires sled testing of rail passenger seats to demonstrate that seats provide a minimum level of crashworthiness in the event of an accident. The interior crashworthiness comparisons between accidents and seat tests are based on the deceleration time history (crash pulse), damage to seats and/or tables, injury type and severity, and occupant kinematics. These comparisons have been made to assess the degree to which current test practice produces injury measurements and interior fixture damage that are consistent with the injuries and equipment damage observed in accidents. When test results and accident observations do not compare well, revisions to the prescribed test conditions may be warranted. The following three accidents have been selected for comparison in this paper. They were selected from accident investigations in which the Volpe National Transportation Systems Center participated, the amount of relevant data collected during the investigation, and the dynamic seat test data that was available for comparison of the specific type of seats or tables involved in the accidents. The accidents represent a range of accident speeds, type of equipment, and collision severity: - passenger train to freight train collision with a closing speed of 80 mph in Chatsworth, California, on September 12, 2008 [2]; - passenger train to freight train collision with a closing speed of 33 mph in Chicago, Illinois, on November 30, 2007 [3, 4]; - passenger train to freight car collision with a closing speed of 23 mph in Canton, Massachusetts, on March 25, 2008. A companion paper provides detail on the structural crashworthiness of the cars in the same three accidents, and describes the computer models that were developed to estimate the crash pulse, or acceleration-time history, for each rail car in the accidents [5].
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Reports on the topic "Chicago and Eastern Illinois Railroad"

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Health hazard evaluation report: HETA-93-0531-2410, National Railroad Passenger Corporation, Chicago, Illinois. U.S. Department of Health and Human Services, Public Health Service, Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health, March 1994. http://dx.doi.org/10.26616/nioshheta9305312410.

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