Academic literature on the topic 'Hay Railway Company'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the lists of relevant articles, books, theses, conference reports, and other scholarly sources on the topic 'Hay Railway Company.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Journal articles on the topic "Hay Railway Company"
1
Voulfov, A. B. "30 years of the Russian Railroad Amateurs’ Society." Transport Technician: Education and Practice 1, no. 4 (November 24, 2020): 372–75. http://dx.doi.org/10.46684/2687-1033.2020.4.372-375.
Full textAbstract:
The creation, formation and activities of the Inter-Regional Public Organization the "Railroad Amateurs’ Society" (VOLZD) are considered. The Society has become a notable unit for the preservation and promotion of the historical heritage of our country's railways. At the conference dedicated to the 30th anniversary of the VOLZD, the great role of the Company was noted, congratulations were made by the head of the JSC "Russian Railways" O.V. Belozerov and the chief engineer of the company S.A. Kobzev. The main goals and objectives of VOLZD are shown: preservation and promotion of the historical heritage of railway transport, creation of a positive image of railways in the eyes of the general public, satisfaction of cognitive interest in the railway, education and vocational guidance, development of railway modeling, reference and information activities. The algorithm of the Society's work is presented. It was noted that VOLZD is an active partner of Russian Railways in the field of popularization of the past and present of the industry, propagandizes the historical activities of Russian Railways in Russia and abroad. The Society advises the company, its branches, and other organizations in the field of the history of railways (while maintaining retro technology, preparing mass events and orders in the field of the history of railways, filming, etc.).
2
Satsuk, Tatiana P. "Key indicators of assessment of effectiveness of railway transport innovative development strategy." Transportation Systems and Technology 5, no. 3 (September 30, 2019): 45–58. http://dx.doi.org/10.17816/transsyst20195345-58.
Full textAbstract:
Innovative development of railway transport is being implemented in accordance with the tasks indicated in Russias 2030 Railway Transport Development Strategy.
Аim: The aim of the article is the analysis of the existing system of effectiveness indicators in JSC Russian Railways. The main improvement directions of the key indicators have been identified which provide sustainable development of a company.
Metods: The author has considered complex methods of assessment, which unite qualitative and quantitative indicators, enable identifying factors threatening companys sustainability during implementation of innovations.
Results: The criteria for choosing a system of key indicators are determined, and classification of existing and applied logical-deductive and empirical-deductive indicator systems is suggested. On the basis of the study, it is suggested to supplement perspectives of the key indicators of effectiveness with identified qualitative indicators and direct and indirect influence risk indicators.
3
van Criekinge, Jan. "Historisch Overzicht van de Spoorwegen in West-Afrika." Afrika Focus 5, no. 3-4 (January 15, 1989): 133–52. http://dx.doi.org/10.1163/2031356x-0050304003.
Full textAbstract:
Historical Survey of the Railway Development in West Africa The present day railway system in West Africa is the result of the transport-policy developed by the colonial powers (France, Great Britain and Germany) at the end of the 19th century. It is remarkable that no network of railways, like in Southern Africa, was brought about. The colonial railways in West Africa were built by the State or by a joint-stock company within the borders of one colony to export the raw materials from the production centres to the harbours. Nevertheless railways were built for more than economical grounds only, in West Africa they had to accomplish a strategic and military role by “opening Africa for the European civilization”. Hargreaves calls railways the “heralds of new imperialism” and Baumgart speaks of the own dynamics of the railways, to push the European colonial powers further into Africa ... The construction of a railway needed a very high capital investment and the European capitalists wouldn’t like to take risks in areas that were not yet “pacified”. It is remarkable how many projects to build a Transcontinental railway right across the Sahara desert largely remained on paper. Precisely because such plans did not materialize, however, the motive force they provided to such imperialist actions as political-territorial annexations can be traced all the more clearly. The French built the first railway in West Africa, the Dakar - St-Louis line (Senegal), between 1879 and 1885. This line stimulated the production of ground-nuts, although the French colonial-military lobby has had other motives. The real motivation became very clear at the construction of the Kayes-Bamako railway. Great difficulties needed the military occupation of the region and the violent recruitment of thousands of black labourers, all over the region. The same problems transformed the building of the Kayes-Dakar line into a real hell. Afterwards the Siné Saloum region has been through a “agricultural revolution”, when the local ground-nuts-producers have been able to produce for foreign markets. The first British railways were built in Sierra Leone and the Gold Coast-colony (Ghana). Jn Nigeria railway construction stimulated the growth of Lagos as an harbour and administrative centre. Lugard had plans for the unification of Nigeria by railways. The old Hausa town of Kano flourished after the opening of the Northern Railway, for other towns a period of decline had begun. Harbour cities and interior railwayheads caused an influx of population from periphery regions, the phenomenon is called “port concentration”. Also the imperial Germany built a few railwaylines in their former colony Togo, to avoid the traffic flow off to the British railways. ifs quite remarkable that the harbours at the Gulf of Guinea-coast developed much later than the harbours of Senegal and Sierra Leone. After the First World War only a few new railways were constructed, the revenues remained very low, so the (colonial) state had to take over many lines. The competition between railways and roadtransport demonstrated the first time in Nigeria, it was the beginning of the decline of railways as the most important transportsystems in West Africa. Only multinational companies built specific railways for the export of minerals (iron, ore and bauxite) after the Second World War, and the French completed the Abidjan - Ouagadougou railway (1956). The consequences of railway construction in West Africa on economic, demographic and social sphere were not so far-reaching as in Southern Africa, but the labour migration and the first labour unions of railwaymen who organized strikes in Senegal and the Ivory Coast mentioned the changing social situation. The bibliography of the West African railways contains very useful studies about the financial policy of the railway companies and the governments, but only a few railways were already studied by economic historians.
4
Taczanowski, Jakub. "The Effects of Liberalisation of the Passenger Railway Market on the Situation of Regional Rail Connections in Poland, Czech Republic, Slovakia and Austria." Review of Economic Perspectives 15, no. 3 (September 1, 2015): 249–68. http://dx.doi.org/10.1515/revecp-2015-0019.
Full textAbstract:
AbstractLiberalisation of railway market can be an important instrument for increasing the attractiveness of local rail services and consequently for making the railways more competitive with other means of transport, which could result in changing the modal share in the favour of railways. The differences in the railway liberalisation level as well as in the policies towards rail transport between Central and Eastern European countries are vast, hence the present situation and the future prospects of regional services are diverse. Whereas there is only one railway line in Slovakia which is not operated by the state railway company ZSSK, a few private local connections which complement a very dense network of ČD state railways are in service in the Czech Republic. Poland, by contrast, is a country where liberalisation of railway market is most advanced as several different companies are responsible for transport in the regions. However, the results of this large scale liberalisation are ambiguous as the positive effects (reopening of some lines) are balanced by isolation of the new regional government-owned systems from each other. In Austria, by contrast, the existence of several private and regional government-owned local railways which are an indispensable part of the regional transport networks has contributed to maintain an effective transport system. Although the effects of liberalisation on the local railway networks can often be ambiguous, several cases from the Czech Republic, Austria and Poland show that privatisation and municipalisation may have a positive effect on the railway service as it has enabled to maintain the service on many sections which were at risk of closure. However, the most important condition of the effective transport development seems to be an active cooperation between the railway operators and the local governments as an expression of appropriate transport policy.
5
THIRANAGAMA, SHARIKA. "‘A Railway to the Moon’: The post-histories of a Sri Lankan railway line." Modern Asian Studies 46, no. 1 (December 20, 2011): 221–48. http://dx.doi.org/10.1017/s0026749x11000631.
Full textAbstract:
AbstractThis paper takes as its subject the 1905 opening and 1990 closure of the Northern Railway Line, the major Sri Lankan railway which ran the length of the island from south to north. It argues that it can been seen as a social compact in which the life of the individual, the community, and the state became integrally intertwined. It focuses on two dimensions of what the Northern Railway Line enabled in Sri Lanka (formerly Ceylon): first, a physical and symbolic representation of stateness, and, secondly, the pursuit of mundane everyday life. These are embedded within Sri Lanka's landscapes and histories of colonial and post-colonial rule, and the ethnic conflict, riots, and war which inextricably shaped the railway's journeys and passengers. Railways are more often thought of as large-scale, high-tech artefacts rather than the smaller everyday technologies that are the themes of other papers in this special issue. However, this paper highlights the ways in which railways also make particular kinds of everyday life possible and how, in being woven into routine daily and weekly journeys, the Northern Railway Line came to intertwine the changing circumstances and histories of its mainly Tamil passengers within an increasingly ethnicized national landscape. In the aftermath of its closure, the railway has now come to symbolize a desire for a return to the normalcy of the past, an aspiration to an everyday experience that younger generations have never had, and which has, in consequence, become a potent force.. . . the Northern Railway Line to be opened tomorrow would be a great boon to the Jaffnese in and out of Jaffna. . . it has become possible to travel to Jaffna in a single day. . . At last the railway which was characterized as a ‘tantalising vision’ by a previous Governor and ‘a railway to the moon’, by a quondam Colonial Secretary, has become a fait accompli.1This line has been completely destroyed between Vavuniya and Kankesanthurai (KKS) a track length of 160km. . . The Northern Railway Line is the main line connecting Colombo with Jaffna. . . the third largest town in Sri Lanka prior to the conflict and the Northern Railway Line was in high demand from both passengers and freight. There is a great sentiment amongst the people of the north for restoration.2
6
Nikolaev, A. Yu, and N. V. Shapochanskaya. "The main directions of improving the corporate system for the development and training of workers and employees at JSC "Russian Railways"." Transport Technician: Education and Practice 2, no. 3 (September 14, 2021): 267–77. http://dx.doi.org/10.46684/2687-1033.2021.3.267-277.
Full textAbstract:
In 2020 JSC Russian Railways approved the Program for the Development of the Company's Human Capital, a part of which is the improvement and development of the system of professional training and professional development of workers and employees for JSC "Russian Railways". This category of employees is the most numerous in the personnel structure of the company. The level of professional training of workers and employees has a direct impact on the safety and continuity of the transportation process. Therefore, great attention is paid to the training and development of workers and employees.The current state of blue-collar occupations in railway transport and their transformation, taking into account the ongoing digitalization of the main production processes, are considered.Forecasting of further vocational training processes was carried out, taking into account the tasks set in the Long-term Development Program of Russian Railways until 2025.The prerequisites for the creation and the main sections of the program for improving the corporate system for the development and training of workers and employees at Russian Railways are shown.The content of the educational process in training centers is focused on the specifics of working on railway transport. This factor is significant, since training in training centers ensures that the preparedness of workers and employees meets the needs of the company in relation to not only the equipment and technologies studied, but also the development of the corporate culture of work in the industry.
7
Taczanowski, Jakub. "A comparative study of local railway networks in Poland and the Czech Republic." Bulletin of Geography. Socio-economic Series 18, no. 18 (November 1, 2012): 125–39. http://dx.doi.org/10.2478/v10089-012-0025-1.
Full textAbstract:
AbstractDespite similar economic and legal conditions in Poland and the Czech Republic, the situation of local railway lines in each of these neighbouring countries is completely different. In Poland more than 90% of third-category and over 44% of second-category lines were closed down between 1989 and 2011, whereas the Czech Republic did away with only 14% of its regional lines during the same period. This means that two decades of transformation processes in Poland have resulted in a massive decline in the importance of the regional railway network, which is one of the most important symptoms of a rapid decline in the role of the railway transport system as a whole. By contrast, the Czech Republic still has one of the densest railway networks in Europe, thanks to the vital role of its local lines. The main reasons for this big difference between the two countries - and for the very minor importance of the regional railway service in Poland - are the lack of a realistic transport policy at the state level and the badly conducted restructuring of the national PKP railway company (PKP - Polskie Koleje Państwowe, Polish State Railways). Other reasons are the poor state of the railway infrastructure and also factors connected with the structure of settlement, as well as the historical development of the railways in certain parts of the country. These factors have merely reinforced an already vast bureaucracy and aggravated the wastage for which the PKP was known during the communist period. The main question that arises concerning the future is whether decision-makers in Poland at both national and regional levels - as well as those in the railway companies themselves - will be able to follow the Czech example, as this would appear to be the best solution for the greatest crisis the Polish railway system has seen in decades.
8
Kudryavtseva, Vera A. "Practical recommendations for implementing the project funding mechanism in the transport construction." SHS Web of Conferences 112 (2021): 00026. http://dx.doi.org/10.1051/shsconf/202111200026.
Full textAbstract:
Changes in the Russian and global economies have been affecting all sectors. Neither the transport industry nor the construction one is an exception. These industries are budget-forming, and all participants in business processes should be interested in their strategic development. In order for the federal projects developed by the Ministry of Transport to be effective, a new project funding approach is required. Industries and companies have limited financial resources. The Russian Railways company is no exception due to its limited budgetary funds and own financial capabilities. It is necessary to develop effective mechanisms for funding railway infrastructure projects. Project funding mechanisms can be innovative ways of funding large-scale infrastructure projects, since they are based on a combination of banking, commercial and public resources. Project funding can unite financial resources and competences of project participants. In addition, qualified financial institutions will be involved in project funding transactions, which ensures the timely project implantation. Project funding mechanisms allow for a comprehensive project assessment, since the lender confirms the economic feasibility of the project. Project effectiveness evaluation has become relevant after the adoption of a strategy for the development of railway transport in the Russian Federation until 2030. Polygon technologies are promising for Russian Railways and used by the Trans-Siberian Railways.
9
Makarkin, N. P., A. P. Gorina, and O. N. Alferina. "PLANNING THE OPERATIONS OF THE ORGANIZATION OF RAILWAY TRANSPORT AND ASSESSMENT OF THE IMPLEMENTATION OF THE PLANNED INDICATORS." Bulletin USPTU Science education economy Series economy 3, no. 33 (2020): 28–40. http://dx.doi.org/10.17122/2541-8904-2020-3-33-28-40.
Full textAbstract:
The most important task of modern economic infrastructure is to ensure the smooth functioning of all spheres of society's life, creating conditions for the development of production and the economy as a whole. In this transport, especially rail, acting as a basic component of the industrial and social infrastructure of Russia. Railway transport organizations carry out the transportation of goods and passengers, their maintenance on the way, loading and unloading of various goods, providing the necessary wagons, cleaning them and including them in the train, ensuring the transport process as a whole. The general management and operational management of this process is currently carried out by JSC «Russian Railways». Activities related to transportation by rail, in order to ensure safety and quality service, are strictly regulated and require a clear organization and constant improvement, therefore, its competent systematic planning is of particular importance. The article discusses certain aspects of the organization of transport planning, the structure of the transport plan and the procedure for its development. The qualitative indicators are presented, which are calculated when developing a plan for the current activities of a railway enterprise. At the same time, the features of planning the transportation of goods include multivariance, continuity and an indicative approach. Also, the authors conducted a study of the planned indicators of the activities of the organization of railway transport on the example of the operational locomotive depot Ruzayevka, an assessment of their implementation was given. The studied enterprise is a subdivision of the Kuibyshev Traction Directorate of the Russian Railways branch. Lacking legal independence, the company, on behalf of Russian Railways, carries out its activities in the field of transport services, providing freight and passenger traffic, and shunting operations. Based on the results of the analysis, it was concluded that there is a positive trend in the activities of the studied organization of railway transport - the Ruzayevka locomotive depot, as evidenced by the stable growth of traffic volumes and labor productivity, overfulfillment of the plan for these indicators, therefore, the enterprise has sufficiently stable prospects for further development.
10
Libati, Hastings M., Captain F. Kanungwe, Fines Miyoba, and Ndiwa Mutemwa. "Development of a Real Time Trains Monitoring System." Zambia ICT Journal 1, no. 1 (December 11, 2017): 25–29. http://dx.doi.org/10.33260/zictjournal.v1i1.15.
Full textAbstract:
With the evolution of technology that has occurred in digital systems, new services have appeared that can be applied in railways. Radio communications play an important role in the management of, exploration and maintenance of railway transports. Due to the importance of efficient service delivery and security in railways, there is need to integrate the use of the Global System for Mobile communication and global positioning systems. Transportation is a large and important part of the economy of any country. Railway transportation is one of the main transportation systems worldwide. To this effect, we should have a good and strong monitoring system that can locate a train at every instant. In this research, a proposal has been made for the implementation of a Global Positioning System (GPS) and global system for mobile communication (GSM) based train monitoring system on Tanzania Zambia Railway Authority (TAZARA) railway network that will enable controllers locate their trains at every instant. The GPS-GSM/GPRS (General Packet Radio System) module will be incorporated in the system. A GSM/GPRS module will transmit the location information to a web server. Every track and locomotive will be assigned a unique number for identification. The information of the train location will be continuously updated when the train is moving and the users will be accessing the information via the web. The updated information will be stored in the web server. Clients will request for particular train status and a designed web application will show the status in a Google map. An alternative radio voice communication system will be incorporated in the locomotives in case of failure on the monitoring system. This implementation will greatly improve service delivery to the company.
Dissertations / Theses on the topic "Hay Railway Company"
1
中塚, 亮., and Ryo NAKATSUKA. "韓世昌による崑曲来日公演とその背景について──満鉄の弘報活動との関係から." 名古屋大学附属図書館研究開発室, 2008. http://hdl.handle.net/2237/11104.
Full textBooks on the topic "Hay Railway Company"
1
Nelson, Scott Reynolds. The Ordeal of Eugene Debs. University of Illinois Press, 2017. http://dx.doi.org/10.5406/illinois/9780252038174.003.0006.
Full textAbstract:
The American panic of 1893 has its origins in the fiscal policy of the U.S. Congress. Within a year, the 1893 panic ushered in one of the most famous labor conflicts in American history. The American Railway Union's support for workers locked out of the Pullman Palace Car Company became a titanic general strike centered in Chicago. What began as international doubt about the dollar's convertibility into gold became by 1894 a test of Eugene Debs' new American Railway Union, then an abortive strike, then a collapse of the traditional two-party system. This story is often told differently by political scientists, labor historians, and scholars of socialism, the South, or the transition from the Gilded Age to the Progressive era. This chapter attempts to put some of those histories and historiographies together.
2
Grand Trunk Railway System, Office of the Mechanical Superintendent: Montreal, April 30th, 1896, to the employees of the Mechanical Department : my retirement has been announced .. [Montreal?: s.n., 1986.
Find full text
3
Guzmán, Will. Marshall, Texas, 1883–1909. University of Illinois Press, 2017. http://dx.doi.org/10.5406/illinois/9780252038921.003.0002.
Full textAbstract:
This chapter presents a historical analysis of Nixon's character and his formative years growing up in the racially charged South. He was born on February 9, 1883, to Jennie Valerie Engledow and Charles Blanton Nixon in Marshall, Texas, as the eldest of five. Charles Nixon was employed by the Texas and Pacific Railway Company, which eventually enabled his son to spend his childhood within a diverse neighborhood in New Orleans. His childhood also coincided with a period of social and political unrest, during which time race relations had dramatically deteriorated. Notwithstanding the political turmoil, however, the Nixon family would return to Marshall in the early 1890s, where Nixon would complete his undergraduate degree before leaving for Meharry Medical College in Tennessee. Later on, Nixon would eventually marry his childhood sweetheart, Esther Josephine Calvin, and establish his medical practice in Cameron, Texas.
4
C.P.R. vs. the people of British Columbia: The Coast-Kootenay railway : the history of the struggle to obtain a competitive railway from the coast to the interior, and how the enterprise has been blocked by the Dunsmuir government : the policy of a "business men's government". [Victoria, B.C.?: s.n.], 1995.
Find full textBook chapters on the topic "Hay Railway Company"
1
"3. The Project: The Chuan-Han Railway Company and the New Policies Reform." In The Politics of Rights and the 1911 Revolution in China, 83–108. Stanford University Press, 2020. http://dx.doi.org/10.1515/9781503601093-005.
Full text
2
Pelles, Márton. "The Innovative Managerial Role of Jenő de Polnay as the Key Element to the Success of the Atlantica Sea Navigation Company within the Hungarian Maritime Fleet (1907–1914)." In Economic and Social Changes: Historical Facts, Analyses and Interpretations, 140–47. Working Group of Economic and Social History, Regional Committee of the Hungarian Academy of Sciences in Pécs, 2021. http://dx.doi.org/10.15170/seshst-01-16.
Full textAbstract:
The Atlantica Sea Navigation Company was the most innovative of the Hungarian sea navigation companies. In my study, I shall present the company’s operations from its founding in 1907 until the beginning of the Great War in 1914. I shall greatly emphasise the analysis of how the company led by Jenő Polnay de Tiszasüly was able to grow in only 7 years into a shipping company that shipped with 12 modern steamships. Thanks to his previous entrepreneurial experience Polnay managed to join the Hungarian State and the Austro-Hungarian Bank to found the company. After this, he had British shipyards design steamships that were able to transport large capacity timber at low bearing depth. He then concluded beneficial deals with the Hungarian State Railways and the Transylvanian and Russian suppliers. The first application of the ’quick despatch’ principle in Hungary is also bound to the name Polnay. Atlantica shipped cheaper if the ships were loaded swifter. Based on the sources of the Rijeka State Archives, I shall investigate the question how the innovative managerial skills of Jenő de Polnay attributed to the efficiency of Atlantica Co. in goods transportation and how the company became the most successful Hungarian tramp trade company of the beginning of the 20th century.
3
Rosemary, Langford. "Disclosure and Declaration of Interests." In Company Directors’ Duties and Conflicts of Interest. Oxford University Press, 2019. http://dx.doi.org/10.1093/oso/9780198813668.003.0007.
Full textAbstract:
One instance of obvious conflict between the interests of the company and those of a director concerns contracts entered between the director (or an individual or entity associated with the director) and the company, also referred to as ‘self-dealing’. A classic example of self-dealing is the case of Aberdeen Railway Company Ltd v Blaikie Brothers, in which the director and chair of a company, Mr Blaikie, had a conflict of interest due to his role as managing partner of the firm that supplied office furniture to the company. This case was outlined in Chapter 4 where it was shown that, despite the fact that the price paid for the furniture was fair, the company was entitled to have the contract set aside due to Mr Blaikie’s conflict. Interestingly, some jurisdictions now provide a defence where the contract is fair to the company. Case law from each of the jurisdictions provides a rich source of examples of such conflicts. These include payment for services or purchase of goods, transfer of company money or assets to directors and their associates, and usurpation of company business. Some of these cases involve multiple directorships and corporate opportunities, which are more specifically discussed in Chapters
4
Gordon, Robert B. "The Challenge of New Markets and Techniques." In A Landscape Transformed. Oxford University Press, 2000. http://dx.doi.org/10.1093/oso/9780195128185.003.0010.
Full textAbstract:
Ironmakers in the Middle Atlantic states used canals and railways to reduce costs and expand the scale of production with new techniques based on mineral-coal fuel beginning in the 1820s. Salisbury forge and furnace proprietors, who still had teamsters hauling ore, fuel, and metal along dirt roads with wagons in summer and sleds in winter, knew that improved transportation systems would help them get their products to outside buyers. They were less aware that canals and railroads would eventually force them to confront new techniques adopted by ironmakers outside their district. Entrepreneurs in northwestern Connecticut had become interested in waterways as early as 1760, when they wanted to improve the Housatonic’s channel north to Massachusetts in order to float logs downriver to their sawmills. Although the General Assembly authorized a lottery to raise £300 for the project in 1761, the promoters accomplished nothing. The start of construction on the Erie Canal stimulated interest in building a canal along the Housatonic River that would open new markets for the northwest’s ironmakers. Urged on by John M. Holley and others, the Ousatonic Canal proprietors organized a company in 1822 to build from tidewater to Stockbridge, Massachusetts. However, when canal engineer Benjamin Wright’s survey showed the company would have to build enough locks to raise boats a total of 604 feet as they traversed the canal, the project’s supporters backed out. The promoters of the Sharon Canal project, intended to start in Sharon and go down the Oblong River into New York and thence follow the route later used by the Harlem Railroad, accomplished even less. John M. Holley had experienced railroad travel on his 1831 trip to Harpers Ferry. He and his neighbors realized that a railway up the Housatonic valley would gather traffic from the region’s ironworks and, with a connection to the Western Railroad in Massachusetts, open the first year-round route from New York City to Albany. (The railroad along the Hudson River between New York and Albany did not open until 1851.) Several of the region’s ironmasters, including J. M. Holley’s son A. H. Holley, helped raise funds for the construction of the Housatonic Railroad when the state issued a charter in 1836.
5
Chinnobaiah, Sandeep. "Market Development Strategy for India's Rail Company Ircon in Asia, Africa, and Middle East." In Dynamic Perspectives on Globalization and Sustainable Business in Asia, 22–40. IGI Global, 2019. http://dx.doi.org/10.4018/978-1-5225-7095-0.ch003.
Full textAbstract:
The Ircon International Limited is major player in rail infrastructure development backed by Indian government and railways. It has presence in Asia, South East Asia, and the Middle East. The idea is to devise a strategic marketing plan based on infrastructure spending data, location accessibility, and market friendliness of the target countries. The research design carried out is of comprehensive study of data analysis from email survey, archive survey, and in-depth interview. The survey data outcomes from relevant sample respondents having international experience in construction business have opined that infrastructure spending of country is of utmost importance in market development, also the deciding factors like market entry plan, entry strategies, and attributes determined penetration level into various markets. The data emphasis for restructuring businesses also summarized Ircon's lacking in marketing and financing means for large-scale projects.
6
Armstrong, John, and David M. Williams. "Steam Shipping and the Beginnings of Overseas Tourism: British Travel to North Western Europe, 1820-1850." In The Impact of Technological Change, 119–38. Liverpool University Press, 2011. http://dx.doi.org/10.5949/liverpool/9780986497377.003.0007.
Full textAbstract:
This chapter, like the two that precede it, quashes the myth that the recreational travel and tourism industry began with Thomas Cook and the railway system, pointing instead to the roots developed by the steamboat. It explores the growth of British overseas travel through the origins of commercial steamboat services on the Clyde to the first Dover-Calais route. It pays particular attention to the formation of the General Steam Navigation Company in 1824. It also offers a thorough analysis of overseas excursion advertisements in The Times between 1825 and 1850. It concludes that by the end of the 1840s specialist agencies for overseas travellers had come into existence, alongside other frameworks for tourism that developed out of steamboat technology - pre-dating the mid-century rail-led tourism boom by several years.
7
Xiong, Ying. "Utopianism Unrealized." In Manchukuo Perspectives, 64–80. Hong Kong University Press, 2020. http://dx.doi.org/10.5790/hongkong/9789888528134.003.0005.
Full textAbstract:
Pan-Asian ideology has become firmly rooted in modern Japanese intellectual history. This chapter will enrich scholarly understanding of Japanese pan-Asianism, especially its relationship to imperialism in connection with Manchukuo, by relying on the specific case study of Japanese translator and Sinologist Yamaguchi Shin’ichi (1907-1980), better known to Manchukuo-based Japanese and Chinese writers by his pseudonym Ōuchi Takao. Initially trained as a China expert in the East Asia Common Culture Academy, Ōuchi then joined the Publicity Department of the South Manchuria Railway Company and later served as a major editor for the Manchuria Review before he worked as Manchukuo's primary translator of Chinese literature after 1937. His vision of Manchukuo appears within his translation and literary output, which in turn, shaped his unique identity as a Pan-Asianist in Manchukuo.
8
Chinnobaiah, Sandeep. "A Business Development Strategy for India's Rail Company Ircon in Expanding Businesses to Asia, Africa and Middle East." In Sustainable Infrastructure, 1027–44. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-7998-0948-7.ch048.
Full textAbstract:
The Ircon is one of the key players in the market of transportation infrastructure development backed by Indian government and Indian railways. It has successful presence in various locations such as Malaysia, Algeria, Mozambique, Srilanka and India. The objective of the company is to expand globally to get lucrative projects simultaneously sustain competition locally and overseas. The idea is to devise a strategic marketing plan based on infrastructure spending data, location accessibility and market friendliness of the target market countries. The research design carried out was of comprehensive study of data collected from email survey, archive survey and depth interview analysis on various stages of business. The survey outcomes from exclusively selected respondents having international experience in construction business have indicated that infrastructure spending of a country is of utmost importance with 56% of survey response agreeing to it, similarly majority of respondents agreed that deciding factors like market entry plan, entry strategies and other attributes in markets.
9
Gordon, Robert B. "Retreat from Progress." In A Landscape Transformed. Oxford University Press, 2000. http://dx.doi.org/10.1093/oso/9780195128185.003.0011.
Full textAbstract:
Salisbury ironmakers throve by selling wrought iron rather then cast iron through the first half of the nineteenth century. Their finery forges and puddling works converted nearly all of the pig produced by the district’s furnaces to bar iron or forged products. However, by the 1860s, when the district’s ironmasters were smelting up to 11,800 tons of pig iron per year, they converted little of it to wrought iron. The demise of the forges left just one principal product, cast iron used mainly for railroad car wheels. Milo Barnum and Leonard Richardson had started making railroad castings in 1840. When Milo Barnum retired in 1852, his son W. H. Barnum took his place in the partnership with Richardson. The partners expanded the business by acquiring the Beckley and Forbes furnaces in 1858 and 1862, respectively, from the Adam family in East Canaan. Upon Leonard Richardson’s death, Barnum and the Richardson heirs reconstituted the business as the Barnum-Richardson Company, the firm that gradually gained control of all mines and blast furnaces in the northwest, except for the Kent furnace. A new railway facilitated the Barnum-Richardson operations. Dedicated residents of the northwest, in the face of much skepticism, raised the capital needed to build the Connecticut Western Railroad from Hartford to State Line, where it joined with the Dutchess & Columbia line running to Beacon, New York. Salisbury residents eagerly awaited its 1871 completion: they wanted to be rid of the heavy ore wagons that kept their roads a rness passing from Ore Hill to the furnaces in East Canaan. The Connecticut Western passed through Winsted, traversed difficult terrain in Norfolk, and crossed the Housatonic Railroad at Canaan, where the two companies built a handsome union station . Railroad enthusiasm also led residents in the northwest to propose impractical schemes. The Shepaug Railroad had been completed in 1872 from Danbury to Litchfield. A correspondent writing to the Connecticut Western News that year proposed extension into the Salisbury district.
Conference papers on the topic "Hay Railway Company"
1
Schu¨tte, Jo¨rg, and Sven Scholz. "A New Security and Safety Solution for Public Guided Transport." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63015.
Full textAbstract:
Railway and Public Guided Transit Properties often employ large numbers of video cameras to supervise critical areas and facilitate incident management. Capabilities of Central Control Staff is, however, limited to check the increasing number of CCTV images and so far automated image processing solutions had been insufficiently reliable. TelSys GmbH (a railway telematics company in Dresden, Germany) had therefore developed over the last seven years together with the University of Technology in Dresden and some public transport providers (subway of Berlin, subway of Prague) a robust solution to supervise automatically critical areas like tunnel entrances, station tracks or station platform edges. Also qualifications with German Railways and in Finland had been performed. The automatic image processing software reliably differentiates between trains (“permitted” objects) and objects that move from the platform into the tracks or move too close to otherwise prohibited areas. Object sizes, alarm times, reliability and safety requirements had been taken from the VDV 399 standard of the German Public Transport Operators Association. After years of reliability and safety research and demonstration the system is now in regular operation (stopping automatically incoming driverless trains if an object is detected in the track) and can be considered as the first safe video image processing system according to railway standards. Experiences, system architecture and principles as well as further development plans and planned demonstration installation in North America are discussed.
2
Hogg, Chris, and Peter Matthews. "Establishing the Performance Requirements of Rail Vehicle Glazed Bodyside Units: A Suppliers Perspective." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36059.
Full textAbstract:
In the last 7 significant accidents on the railways in GB there have been 60 passenger fatalities. 14 of these have been caused by ejection (passengers being thrown from the train during the course of the collision). One additional fatality was attributed to an object entering the carriage through the train window. In total there have been 26 ejections with over 50% resulting in fatality. The trend has been towards higher speed incidents involving vehicles overturning. The authority responsible for setting Safety Standards and, conducting research on behalf of the Train Operators and Stakeholders in GB’s railways is the Rail Safety and Standards Board (RSSB). They initiated a multi faceted stream of research to investigate the performance of glazed systems in train incidents. The aim of the research was to identify and establish measures which replicate the conditions to which glazed systems may be subject to in collision conditions and to formulate corresponding performance requirements designed to prevent passenger ejection. The research was phased and entailed the following: • Accident investigation and analysis, detailed vehicle examination. • Review of 600 passenger witness statements, obtained by British Transport Police. • Generation of computer models using the MADYMO code and Side Impact Dummy (SID) to model the overturning event in a variety of conditions. • Postulation of events and measures based on analysis. • Proposed test programme. • Construction of new test apparatus. • Construction of existing glazed units — benchmarking process. • Construction of glazed units of improved design utilising different glass specifications and laminations but capable of being fitted into existing frames. • Testing, reporting, stakeholder reviews and the production of a new equipment standard for glass in railway vehicles. The research team was keen to include a glazing company capable of providing the highest level of technical support. Independent Glass, a Scottish company had been making significant strides in improving the penetration performance of glazed units (especially at the extremes of ambient temperature conditions) was chosen to produce glass samples for the project. A significant amount of testing was undertaken at their premises in Glasgow. Additionally the new tests were undertaken which demonstrate improved penetration resistance by heavy objects and improved passenger containment. This research has been embedded in the proposed new RSSB standard “GM/RT 2100” [1] which has developed a new scenario based sequential testing regime for glazed laminated systems in railway vehicles. This paper will inform the audience of these new requirements and the research which led to its introduction. It will show the testing that has been undertaken from the perspective of the glazing manufacturer and will detail the equipment that is required to be able to perform these new tests. It will comment on the cost and mass implications of fitting these new glazing units to vehicles in GB and the safety benefit of doing so. Toughened windows are still being used by some train operators for emergency egress; however most operators are now converting their vehicles to having entirely laminated units in vehicles. This is not the subject of this paper.
3
Kerokoski, Olli. "Determination of Longitudinal and Transverse Railway Track Resistance." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36087.
Full textAbstract:
Several national guidelines set the non-linear horizontal spring values between the railway track and a railway bridge. In Finland that is not the case. Consequently, one of the objectives of the research funded by the Finnish Rail Administration was to determine the spring values both during the elastic phase in the beginning of displacement and during the plastic phase. These values are needed, for example, to calculate the behaviour of an integral bridge-track structure. In autumn 2007 researchers from the Department of Civil Engineering at Tampere University of Technology performed field tests to measure the track resistance at a railway yard in Mellila¨, Finland. The main objectives of the experimental study were 1) to determine the longitudinal track resistance and the load-displacement relation, 2) to compare the measured values to those reported by the International Union of Railways (UIC), and 3) to determine the transverse track resistance and the load-displacement relation. The railway yard had three track test locations, two for longitudinal loading and one for transverse loading. At each location the rails were cut to a length of six to seven metres. During the longitudinal loading the track was loaded with two adjacent hydraulic jacks. Altogether eight longitudinal tests were conducted, three without a vertical load and five with a vertical load. The vertically unloaded track reached the plastic phase due to the axial load. The vertically loaded rails moved axially in their fasteners while the sleepers moved only a little in relation to them. Consequently, the track did not reach the plastic phase. The results of the longitudinal tests were reported as horizontal and vertical displacements and axial rail stresses along the rail at different phases of the axial loading. The results were presented also in tables where initial stage stiffness was presented as an elastic value [kN/m/m] and plastic track resistance in kN/m. The maximum forces per metre affecting the track without a vertical load were 13 to 15 kN/m. The maximum forces per metre affecting the track with a vertical load were 26, 15 and 31 kN/m. During transverse loading the track was loaded horizontally with an excavator bucket. Altogether five loadings with three different arrangements were performed. The loadings clearly caused curvature of the track. The results of the transverse tests were reported as displacements at different locations during different phases of loading.
4
Lemarie´, Charles-Andre´, Nachida Bourabaa, Franc¸ois Monnoyer, and Tewfik Benazzouz. "Heat Transfer Increase by Flow Structures Modifications." In ASME 2005 Summer Heat Transfer Conference collocated with the ASME 2005 Pacific Rim Technical Conference and Exhibition on Integration and Packaging of MEMS, NEMS, and Electronic Systems. ASMEDC, 2005. http://dx.doi.org/10.1115/ht2005-72546.
Full textAbstract:
This paper makes use of a new methodology for heat transfer increase through flow structures modifications. Intended to help railway designers in handling cooling issues, it is applied to improve the roof-mounted equipment design of a modern railway coach, namely the CORADIA TER 2N NG produced by the ALSTOM Transport company. The brake resistor, a key equipment in charge of dissipating the train kinetic energy as heat into the surrounding air during braking phases, has been particularly considered. To do so, a simple model including a heated obstacle inside a three-sided lead-driven cavity is used, and simple geometry variations are suggested. Their impact on heat transfer is then estimated through numerical simulations while experimental tests validate the results obtained.
5
Addison, Priscilla E., Thomas Oommen, and Pasi Lautala. "A Review of Past Geotechnical Performance of the Hudson Bay Rail Embankment and Its Comparison to the Current Condition." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5780.
Full textAbstract:
The Hudson Bay Railway (HBR) is a 510 mile railway completed in 1929 in northern Manitoba, Canada. It connects domestic locations in North America with international destinations through the Port of Churchill. Permafrost was encountered during construction at milepost 136 in isolated peat bogs which continued in a gradual northward transition from discontinuous to continuous permafrost. Over the past 80 years, warming climate combined with poor engineering properties of the railway embankment material has resulted in further thawing of the discontinuous permafrost leading to differential settlement along the rail embankment and high annual maintenance costs. In a bid to understand the geothermal regime of the embankment, underlying subsurface condition, and to seek for solutions to stabilize the embankment, extensive work has been done from 1977 to the present time. This paper seeks to review reports of the past projects and compare the results against current conditions at selected test locations.
6
Wang, Jian, Weijie Tao, Federico Grasso Toro, Rangtai Baocai, Debiao Lu, and Jiang Liu. "GNSS-Based Train Trajectory Simulation System." In 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5801.
Full textAbstract:
Integrating Global Navigation Satellite System (GNSS) into railway application has a great potential because of its various advantages, such as lower cost, less trackside equipment, higher positioning accuracy, easier maintenance and so on. Railway system is a safety-critical system that requires high reliability, safety and real-time performance, so GNSS technology must be tested, verified and validated in railway system before putting into practical applications. However, due to the unavoidable restrictions and inconvenience of the railway field conditions, these tests cannot be accomplished on site. On this basis, this paper has developed a GNSS-based train trajectory simulation system which can provide GNSS data simulation of multi-train trajectory in multiple scenarios in order to support the tests and research of GNSS-based railway application, especially GNSS-based train localisation system and GNSS-based train control system. The GNSS-based train trajectory simulation system is based on the railway timetable (also called schedule), rolling stock information and digital track map. The paper firstly researches on the timetable that stores information of each train at each specified station, including arrival time, departure rime, track to be occupied, and connections to other trains. With the timetable simulation, the train’s trajectory can be generated using the information provided by the digital track map. The output trajectory data is mainly GGA sentence which is compliant with the National Marine Electronics Association (NMEA) 0183 standard. The paper also calculates the satellite visibility based on satellite ephemeris to simulate the number of visible satellites during the trajectory with changing time and space. All the information and data, such as timetable, speed/distance curve, distance/time curve, station track occupation state, can be visualized and updated in graphics and diagrams for better view. In addition, the train motion behavior of acceleration, cruising, coasting and braking can also be modelled in the system, as well as the driver’s behavior. The GNSS-based train trajectory simulation system has been realized using C# programming language in Microsoft Visual Studio 2010. And the field data of Shanxi coal railway transportation company railroad is used in the system. The simulation system is tested and the experimental results show that the developed simulation system can perform the expected functions, and provided data source for GNSS-based train localisation system. In addition, this simulation system has a good performance in compatibility and scalability.
7
Silva, Ana Isabel. "Maintenance Management of Railway Bridges and Tunnels." In IABSE Symposium, Guimarães 2019: Towards a Resilient Built Environment Risk and Asset Management. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/guimaraes.2019.1015.
Full textAbstract:
<p>The Portuguese Railway Infrastructure Manager Company (IP) has a long tradition in inspection, maintenance and rehabilitation of railway bridges and tunnels in Portugal.</p><p>The origin of the construction of most of the Tunnels is associated to the date of execution of the railway lines, reason why the great majority of the tunnels existing in the network are centenarian structures. On the other hand, the majority of the bridges in exploration are more than 100 years old. These situations require permanent monitoring, as well as the development of preventive and corrective actions.</p><p>Only an adequate maintenance strategy has ensured normal service conditions in centenary structures, maintaining them at the expected capacity level and ensuring that rail traffic operates unrestrictedly and in expected comfort and speeds.</p><p>The existence of a well-founded Asset Management Plan is extremely important for the infrastructure management activity. The ability to develop an articulated set of actions and costs based on the actual needs of the assets, with the corresponding programming and expected performances with their realization, is fundamental for the infrastructure manager.</p><p>The main objective of this paper is to describe the maintenance strategy followed by IP, and to present some experience in rehabilitation and maintenance works.</p>
8
Tone, Yoichi, and Kunihiko Mouri. "A Concept of Energy Network Combined With Distributed Power Generation and Internet Systems." In 2002 International Joint Power Generation Conference. ASMEDC, 2002. http://dx.doi.org/10.1115/ijpgc2002-26130.
Full textAbstract:
For the near future business application, the new idea of the distributed energy network system is proposed to secure lower cost and highly reliable power and heat supply system for the limited local area such as high energy density urban area. In Japan, tariff of the electric power is same for urban consumers and rural consumers under the present power law. However the wave of the power deregulation may affect to small business users and home users and the free-market of power purchase may emerge in public domain. Towards the realization of the future active power market, the new idea is created to promote the intelligent distributed power generation systems and heat utilization systems using the Internet application and local energy network construction. This system has been discussed in the consortium, consisting of Nagoya University, Gas Company, Power utility, Trade Company, IT Company etc since May 2000. The idea of the proposed eL-power network system is to supply necessary power and heat to the only customers in the high energy density area like near the railway station using energy management by mean of the Internet technologies.
9
Fry, Kevin. "Infrastructure Data Management Systems Driven by Commercial Need: One Company’s Experience." In ASME 2012 Rail Transportation Division Fall Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/rtdf2012-9430.
Full textAbstract:
The high cost of railroad infrastructure maintenance, compared to the relatively low cost and growing capability of systems to assess infrastructure condition, offers significant potential for cost saving through improved data management systems. This paper looks at one company’s experience of systems in Europe and focuses particularly on the commercial value that can be delivered — other company’s systems are of course also available. Balfour Beatty Rail (BBR) is one of the world’s largest rail engineering and services providers and a significant part of our business involves Asset Management in its broadest sense. BBR’s hands-on experience as a builder and maintainer of railways informs our understanding of what data is helpful to ensure safety and optimize maintenance. Many of our systems have evolved though our own needs in railway maintenance and all are very commercially focused. This paper looks at some of the commercial drivers for these systems and draws on experience from a number of applications in Europe to highlight key areas of benefit. The paper begins with the high level commercial case for data and its effective use, looking at the opportunity for cost savings in asset management. It then looks at the information required to deliver specific types of benefit. Experience with a new system for London Underground to maximize the use of their limited maintenance windows is described. The implications of the UK’s penalty regime for train delays is then discussed, showing how it has driven investment in signaling monitoring resulting in reliability and availability improvement. Condition visibility is an essential prerequisite for effective planning and root cause analysis. For track, subject to many simultaneous degradation modes, location-centered visualisation software is providing users a clearer view of all relevant parameters. By presenting measurements from many different sources to provide a unified view with a location accuracy to within one tie, better targeted and cost-effective maintenance can be undertaken. Software developed by German subsidiary Schreck-Mieves takes a new approach to data management during visual inspections. Initially developed exclusively for their own use, the system aims to quantify a manual inspection. Information is checked for errors and completeness and recording is ergonomically designed to minimize inspection time. Results are combined into an overall evaluation based on a new KAV® wear margin parameter and can be “rolled up” to cover all or part of the network. Finally the paper describes how the UK’s 150-year-old infrastructure has necessitated a different approach to gauging to maximize space. Through infrastructure data management systems and a more analytic approach it is possible to undertake calculations that estimate “true” clearances. This frees up available space which can be used to increase vehicle capacity or save money, with a recent example showing savings of up to $35m made over a 150mile route upgrade, reducing the scope or works by up to a third.
10
Rahman, Fazli, Y. A. Kharlamov, and J. A. Chattha. "The Influence of Surface Treatment and Microstructural Parameters on the Rail/Wheel Tribological Behaviours." In ASME 2005 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/detc2005-84678.
Full textAbstract:
The long time world railways practice has shown that the rail-wheel mechanical system is one of the most unique and complex systems. During transportation a variety of rail and wheel damages can take place due to service conditions, used material and technology of their production. Damage mechanisms such as wear, surface cracks, spalls, shells and elastic deformation as a result to rolling contact stresses can significantly reduce the service life of railway wheel sets and track and causing a negative impact on the rolling noise as well as on the ridding comfort. This paper presents that a proper understanding of the heating and cooling mechanisms of the wheel surface for the required hardening purpose is necessary and a mathematical model is developed to present hardening process (local heat treatment). As the material of wheel and rail is carbon steel and the heat treatment (hardening) is the most effective and efficient methods for decreasing wear on wheel sets because wheel sets are more prone to wear due to their excessive use as compare to rail or track.. The only local heat treatment is justifiable technically and economically which is applied to the most loaded working surface of wheel sets without dealing with the central part or bulk of the material. The quality of heat treatment of working surfaces of wheels is associated with the use of concentrated energy sources, such as electron and laser beam and plasma jets. This paper presents some experimental results besides the theoretical reasoning and discussions which show that the wear on the wheel sets ridges after plasma hardening is much lower (2.5 to 3 times) than the other standard heat treatments and hence due to the proper contact of railwheel the vehicle system dynamics improves as a result.