Academic literature on the topic 'Key Valley Railway'

The Brooks Aqueduct is a very large elevated flume commissioned in 1914 by the Canadian Pacific Railway (CPR) to carry water at the rate of 25.5 m3/s over a valley 3.2 km wide and 20 m deep. Construction of the aqueduct permitted the irrigation of a 50 000 ha block of land within a region now known as the Eastern Irrigation District in southern Alberta. The flume is 6.5 m wide and 2.5 m deep with a curved cross section. It is supported by 1030 columns. A 3000 mm diameter inverted syphon near the outlet of the flume permitted the crossing of the CPR main line through the valley. All components of the aqueduct, including the shell of the flume, columns, syphon, and inlet and outlet structures, were constructed of reinforced concrete. The Brooks Aqueduct was abandoned in 1979 with the completion of its earth-fill replacement. Except for a 122 m section, removed to permit the construction of a county road, the old aqueduct still stands. It serves to remind us of the significant engineering accomplishments of the pioneer civil engineers who helped to realize ambitions to irrigate the vast plains of southern Alberta at the turn of the century. On May 28, 1988, the Brooks Aqueduct was named a National Historic Civil Engineering Site by the Canadian Society for Civil Engineering. Key words: Brooks Aqueduct, history.

Resumen: Enclavado en el valle del Ebro, Rincón de Soto es uno municipio dinámico de La Rioja (España). Su término municipal es pequeño, 19 km2, aunque con unos suelos muy fértiles y con una larga tradición agrícola, que se ve amenazado por la construcción de una variante ferroviaria. Su sólida estructura económica fundamentada en el sector industrial y una agricultura intensiva muy competitiva pueden verse afectados negativamente. El gran desafío futuro que se le presenta a la localidad es afrontar la integración del ferrocarril desde la gobernanza participativa. El objetivo de este trabajo es aportar, desde la perspectiva geográfica, una mayor claridad (paisajística, medioambiental, socioeconómica, etnográfica), así como destacar la importancia de la participación ciudadana en la toma de decisiones. Metodológicamente, se ha utilizado un cuestionario realizado a la población rinconera de donde se extraen los resultados presentados en este trabajo científico. El desarrollo rural de Rincón será impulsado o frenado dependiendo de cómo se afronte este gran reto. Como en todo proceso de gobernanza territorial, la decisión más acertada será aquella que cuente con el respaldo ciudadano y, en este caso, los rinconeros se postulan por el trazado Sur de los dos proyectos de variante propuestos. Palabras clave: Desarrollo local, ordenación del territorio, gobernanza participativa. Abstract: Located in the Ebro valley, Rincón de Soto is a dynamic municipality in La Rioja (Spain). Its municipal area is small, of 19 km2, although with very fertile land and a long agricultural tradition, which is threatened by the construction of a new railway line. Its strong economic structure is based on a powerful industrial sector and a highly competitive intensive farming could be negatively affected. The great future challenge for the town will be to face the integration of the railway from a participatory governance point of view. The aim of this paper is to contribute, from a geographic perspective, greater clarity (landscape, environmental, socioeconomic, ethnographic), as well as to highlight the importance of citizen participation in decision-making. Methodologically, a questionnaire among the inhabitants of Rincón has been carried out. The results from these questionnaires are the ones presented in this scientific paper. The rural development of Rincón will be boosted or slowed down depending on how this challenge is tackled. As in any process of territorial governance, the best decision will be the one that has the support of the citizens and, in this case, people from Rincon are in favor of the southern route of the two proposed bypass projects. Key words: Local development, regional planning, participatory governance.

The bridge is a means of connecting roads which is disconnected by barriers of the river, valley, sea, road or railway. Classified by functionality, bridges can be divided into highway bridge and railroad bridge. This study discusses whether the use of I-girder with 210 m height can be used on highway bridges and railway bridges. A comparison is done on the analysis of bridge structure calculation of 50 m spans and loads used in both the function of the bridge. For highway bridge, loads are grouped into three, which are self weight girder, additional dead load and live load. The additional dead loads for highway bridge are plate, deck slab, asphalt, and the diaphragm, while for the live load is load D which consists of a Uniform Distributed Load (UDL) and Knife Edge Load (KEL) based on "Pembebanan Untuk Jembatan RSNI T-02-2005". The load grouping for railway bridge equals to highway bridge. The analysis on the railway bridges does not use asphalt, and is replaced with a load of ballast on the track and the additional dead load. Live load on the structure of the railway bridge is the load based on Rencana Muatan 1921 (RM.1921). From the calculation of the I-girder bridge spans 50 m and girder height 210 cm for railway bridge, the stress on the lower beam is over the limit stress allowed. These results identified that the I-girder height 210 cm at the railway bridge has not been able to resist the loads on the railway bridge.

The natural conditions and structures of land within eurocorridor Lviv–Krakovets are briefly characterized. The highway is cross the dry-valley territory of the Roztocze and Pasmove Pobuzhia lands. Those lands are engaged under the arable land and pastures. The total area lands that was designated for highway, road’s junctions, complex service and maintenance services throughout the square of highway is 733,65 hectares. The diagrams of the structure of land in Yavoriv, Gorodok, Zhovkva and Kamenka-Bug areas have been folded. It was found that arable land occupy an 40,4 % area, pastures – 17,8, grasslands – 15,7, gardens – 12,0, forest – 7,1, highway – 4,4, reservoir – 2,0, railways – 0,4 % of the total area that has been designated. The monetary values of arable land within village councils have been marked on the map. Key words: eurocorridor, the structure of land, monetary evaluation.

The results of ecological and floristic studies of the rarity component of the urban flora of Kharkiv City in the valley of the Udy River within the Novobovarskyi microdistrict are presented. Field studies were conducted in 2017‒2020. A triangular section of 30.48 hectares was investigated near the Novozhanovo railway station. It is located on the left bank of the river Udy and is bounded on both sides by railway embankments. The Udy River valley is situated in the northeast of the city, mainly in the previously underdeveloped areas; its significant part lays in the exclusion zone of the Kharkiv railway junction and road transport routes. A large area of the river valley is swampy, therefore unsuitable for economic use. The Udianskyi eco-corridor of local importance passes through the city. It consists of two key areas: the Zhovtnevyi Hydropark wetlands and the Kriukivskyi hydrological reserve of local importance. Currently, it has been proposed to create a botanical preserve of local importance "Novozhanivskyi" for the protection of species and associations rare for Kharkiv Region and for conservation of the true meadow formation (Prata genuine) of the class Festuceta pratensis. The site is of scientific importance, since a number of species growing there are listed in the Red Data Book of Ukraine and need protection under Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES) – Ophioglossum vulgatum, Botrychium lunaria, Anacamptis coriophora, A. palustris, Epipactis palustris, Parnassia palustris, Centaurium erythraea, C. pulchellum, Valeriana officinalis, Inula helenium, Dianthus stenocalyx. The investigated area phytodiversity is represented by meadow and psammophytic species of vascular plants: Calamagrostis epigeios, Agrostis vinealis, Poa pratensis, Koeleria cristata, Nardus stricta, Sieglingia decumbens, Anthoxanthum odoratum, Festuca orientalis, Juncus gerardii, Botrychium lunaria, Genista tinctoria, Solidago virgaurea, Euphrasia pectinata, Stellaria graminea, Hieracium villosum, H. umbellatum, Polygala sibirica, Plantago lanceolata, Equisetum arvense, Achillea submillefolium. For the five plant species listed in the Red Data Book of Ukraine, the distribution maps within the area of proposed preserve are given.

A bridge structure is a mean by which a road, railway and many other services are carried over an obstacle such as a valley, river and other road or railway line, either with few number of supports at various locations or with no intermediate support. While finalization of any types of bridge; Economy, Strength, Safety are the basic key features that cannot be neglected in the construction of any bridge. However the Indian standards are basically derived from the British Standards only, but the basic concept behind that is same. Only the value of various parameters varies according to the design and fabrication/ erection practices which exist in India. In this paper a plate girder bridge is designed as per the Limit state method using the IS 800:2007, IRC: 24-2000, IRC: 6-2017 and analyzed with the help of STAAD.pro v8i software. Modeling and analysis of Deck Bridge was carried out by considering various live load conditions such as for Class A loading, 70R tracked and 70R wheeled vehicle. Design calculations are carried out for simply supported single span. Seismic and wind effects are not taken into account at the design stage. Based on the design and analysis results, conclusions are drawn to know the behavior of plate girder bridges for different load conditions. Results are presented in both graphically and tabular format.

The general who wins a battle makes many calculations in his temple ere the battle is fought. — Sun TzuWorld War II saw a proliferation of maps. From command posts to the pages of National Geographic to the pages of daily newspapers, they were everywhere (Schulten). The era also saw substantive developments in cartography, especially with respect to the topographical maps that feature in our selected films. This essay offers a preliminary examination of the battle-map as depicted in two films about the Second World War: Franklin J. Shaffner’s biopic Patton (1970) and Jack Smight’s epic Midway (1976). In these films, maps, charts, or tableaux (the three-dimensional models upon which are plotted the movements of battalions, fleets, and so on) emerge as an expression of both martial and cinematic strategy. As a rear-view representation of the relative movements of personnel and materiel in particular battle arenas, the map and its accessories (pins, tape, markers, and so forth) trace the broad military dispositions of Patton’s 2nd Corp (Africa), Seventh Army (Italy) and Third Army (Western Europe) and the relative position of American and Japanese fleets in the Pacific. In both Patton and Midway, the map also emerges as a simple mode of narrative plotting: as the various encounters in the two texts play out, the battle-map more or less contemporaneously traces the progress of forces. It also serves as a foreshadowing device, not just narratively, but cinematically: that which is plotted in advance comes to pass (even if as preliminary movements before catastrophe), but the audience is also cued for the cinematic chaos and disjuncture that almost inevitably ensues in the battle scenes proper.On one hand, then, this essay proposes that at the fundamental level of fabula (seen through either the lens of historical hindsight or through the eyes of the novice who knows nothing of World War II), the annotated map is engaged both strategically and cinematically: as a stage upon which commanders attempt to act out (either in anticipation, or retrospectively) the intricate, but grotesque, ballet of warfare — and as a reflection of the broad, sequential, sweeps of conflict. While, in War and Cinema, Paul Virilio offers the phrase ‘the logistics of perception’ (1), in this this essay we, on the other hand, consider that, for those in command, the battle-map is a representation of the perception of logistics: the big picture of war finds rough indexical representation on a map, but (as Clausewitz tells us) chance, the creative agency of individual commanders, and the fog of battle make it far less probable (than is the case in more specific mappings, such as, say, the wedding rehearsal) that what is planned will play out with any degree of close correspondence (On War 19, 21, 77-81). Such mapping is, of course, further problematised by the processes of abstraction themselves: indexicality is necessarily a reduction; a de-realisation or déterritorialisation. ‘For the military commander,’ writes Virilio, ‘every dimension is unstable and presents itself in isolation from its original context’ (War and Cinema 32). Yet rehearsal (on maps, charts, or tableaux) is a keying activity that seeks to presage particular real world patterns (Goffman 45). As suggested above, far from being a rhizomatic activity, the heavily plotted (as opposed to thematic) business of mapping is always out of joint: either a practice of imperfect anticipation or an equally imperfect (pared back and behind-the-times) rendition of activity in the field. As is argued by Tolstoj in War and Peace, the map then presents to the responder a series of tensions and ironies often lost on the masters of conflict themselves. War, as Tostoj proposes, is a stochastic phenomenon while the map is a relatively static, and naive, attempt to impose order upon it. Tolstoj, then, pillories Phull (in the novel, Pfuhl), the aptly-named Prussian general whose lock-stepped obedience to the science of war (of which the map is part) results in the abject humiliation of 1806:Pfuhl was one of those theoreticians who are so fond of their theory that they lose sight of the object of that theory - its application in practice. (Vol. 2, Part 1, Ch. 10, 53)In both Patton and Midway, then, the map unfolds not only as an epistemological tool (read, ‘battle plan’) or reflection (read, the near contemporaneous plotting of real world affray) of the war narrative, but as a device of foreshadowing and as an allegory of command and its profound limitations. So, in Deleuzian terms, while emerging as an image of both time and perception, for commanders and filmgoers alike, the map is also something of a seduction: a ‘crystal-image’ situated in the interstices between the virtual and the actual (Deleuze 95). To put it another way, in our films the map emerges as an isomorphism: a studied plotting in which inheres a counter-text (Goffman 26). As a simple device of narrative, and in the conventional terms of latitude and longitude, in both Patton and Midway, the map, chart, or tableau facilitate the plotting of the resources of war in relation to relief (including island land masses), roads, railways, settlements, rivers, and seas. On this syntagmatic plane, in Greimasian terms, the map is likewise received as a canonical sign of command: where there are maps, there are, after all, commanders (Culler 13). On the other hand, as suggested above, the battle-map (hereafter, we use the term to signify the conventional paper map, the maritime chart, or tableau) materialises as a sanitised image of the unknown and the grotesque: as apodictic object that reduces complexity and that incidentally banishes horror and affect. Thus, the map evolves, in the viewer’s perception, as an ironic sign of all that may not be commanded. This is because, as an emblem of the rational order, in Patton and Midway the map belies the ubiquity of battle’s friction: that defined by Clausewitz as ‘the only concept which...distinguishes real war from war on paper’ (73). ‘Friction’ writes Clausewitz, ‘makes that which appears easy in War difficult in reality’ (81).Our work here cannot ignore or side-step the work of others in identifying the core cycles, characteristics of the war film genre. Jeanine Basinger, for instance, offers nothing less than an annotated checklist of sixteen key characteristics for the World War II combat film. Beyond this taxonomy, though, Basinger identifies the crucial role this sub-type of film plays in the corpus of war cinema more broadly. The World War II combat film’s ‘position in the evolutionary process is established, as well as its overall relationship to history and reality. It demonstrates how a primary set of concepts solidifies into a story – and how they can be interpreted for a changing ideology’ (78). Stuart Bender builds on Basinger’s taxonomy and discussion of narrative tropes with a substantial quantitative analysis of the very building blocks of battle sequences. This is due to Bender’s contention that ‘when a critic’s focus [is] on the narrative or ideological components of a combat film [this may] lead them to make assumptions about the style which are untenable’ (8). We seek with this research to add to a rich and detailed body of knowledge by redressing a surprising omission therein: a conscious and focussed analysis of the use of battle-maps in war cinema. In Patton and in Midway — as in War and Peace — the map emerges as an emblem of an intergeneric dialogue: as a simple storytelling device and as a paradigmatic engine of understanding. To put it another way, as viewer-responders with a synoptic perspective we perceive what might be considered a ‘double exposure’: in the map we see what is obviously before us (the collision of represented forces), but an Archimedean positioning facilitates the production of far more revelatory textual isotopies along what Roman Jakobson calls the ‘axis of combination’ (Linguistics and Poetics 358). Here, otherwise unconnected signs (in our case various manifestations and configurations of the battle-map) are brought together in relation to particular settings, situations, and figures. Through this palimpsest of perspective, a crucial binary emerges: via the battle-map we see ‘command’ and the sequence of engagement — and, through Greimasian processes of axiological combination (belonging more to syuzhet than fabula), elucidated for us are the wrenching ironies of warfare (Culler 228). Thus, through the profound and bound motif of the map (Tomashevsky 69), are we empowered to pass judgement on the map bearers who, in both films, present as the larger-than-life heroes of old. Figure 1.While we have scope only to deal with the African theatre, Patton opens with a dramatic wide-shot of the American flag: a ‘map’, if you will, of a national history forged in war (Fig. 1). Against this potent sign of American hegemony, as he slowly climbs up to the stage before it, the general appears a diminutive figure -- until, via a series of matched cuts that culminate in extreme close-ups, he manifests as a giant about to play his part in a great American story (Fig. 2).Figure 2.Some nineteen minutes into a film, having surveyed the carnage of Kasserine Pass (in which, in February 1943, the Germans inflicted a humiliating defeat on the Americans) General Omar Bradley is reunited with his old friend and newly-nominated three-star general, George S. Patton Jr.. Against a backdrop of an indistinct topographical map (that nonetheless appears to show the front line) and the American flag that together denote the men’s authority, the two discuss the Kasserine catastrophe. Bradley’s response to Patton’s question ‘What happened at Kasserine?’ clearly illustrates the tension between strategy and real-world engagement. While the battle-plan was solid, the Americans were outgunned, their tanks were outclassed, and (most importantly) their troops were out-disciplined. Patton’s concludes that Rommel can only be beaten if the American soldiers are fearless and fight as a cohesive unit. Now that he is in command of the American 2nd Corp, the tide of American martial fortune is about to turn.The next time Patton appears in relation to the map is around half an hour into the two-and-three-quarter-hour feature. Here, in the American HQ, the map once more appears as a simple, canonical sign of command. Somewhat carelessly, the map of Europe seems to show post-1945 national divisions and so is ostensibly offered as a straightforward prop. In terms of martial specifics, screenplay writer Francis Ford Coppola apparently did not envisage much close scrutiny of the film’s maps. Highlighted, instead, are the tensions between strategy as a general principle and action on the ground. As British General Sir Arthur Coningham waxes lyrical about allied air supremacy, a German bomber drops its payload on the HQ, causing the map of Europe to (emblematically) collapse forward into the room. Following a few passes by the attacking aircraft, the film then cuts to a one second medium shot as a hail of bullets from a Heinkel He 111 strike a North African battle map (Fig. 3). Still prone, Patton remarks: ‘You were discussing air supremacy, Sir Arthur.’ Dramatising a scene that did take place (although Coningham was not present), Schaffner’s intention is to allow Patton to shoot holes in the British strategy (of which he is contemptuous) but a broader objective is the director’s exposé of the more general disjuncture between strategy and action. As the film progresses, and the battle-map’s allegorical significance is increasingly foregrounded, this critique becomes definitively sharper.Figure 3.Immediately following a scene in which an introspective Patton walks through a cemetery in which are interred the remains of those killed at Kasserine, to further the critique of Allied strategy the camera cuts to Berlin’s high command and a high-tech ensemble of tableaux, projected maps, and walls featuring lights, counters, and clocks. Tasked to research the newly appointed Patton, Captain Steiger walks through the bunker HQ with Hitler’s Chief of Staff, General Jodl, to meet with Rommel — who, suffering nasal diphtheria, is away from the African theatre. In a memorable exchange, Steiger reveals that Patton permanently attacks and never retreats. Rommel, who, following his easy victory at Kasserine, is on the verge of total tactical victory, in turn declares that he will ‘attack and annihilate’ Patton — before the poet-warrior does the same to him. As Clausewitz has argued, and as Schaffner is at pains to point out, it seems that, in part, the outcome of warfare has more to do with the individual consciousness of competing warriors than it does with even the most exquisite of battle-plans.Figure 4.So, even this early in the film’s runtime, as viewer-responders we start to reassess various manifestations of the battle-map. To put it as Michelle Langford does in her assessment of Schroeter’s cinema, ‘fragments of the familiar world [in our case, battle-maps] … become radically unfamiliar’ (Allegorical Images 57). Among the revelations is that from the flag (in the context of close battle, all sense of ‘the national’ dissolves), to the wall map, to the most detailed of tableau, the battle-plan is enveloped in the fog of war: thus, the extended deeply-focussed scenes of the Battle of El Guettar take us from strategic overview (Patton’s field glass perspectives over what will soon become a Valley of Death) to what Boris Eichenbaum has called ‘Stendhalian’ scale (The Young Tolstoi 105) in which, (in Patton) through more closely situated perspectives, we almost palpably experience the Germans’ disarray under heavy fire. As the camera pivots between the general and the particular (and between the omniscient and the nescient) the cinematographer highlights the tension between the strategic and the actual. Inasmuch as it works out (and, as Schaffner shows us, it never works out completely as planned) this is the outcome of modern martial strategy: chaos and unimaginable carnage on the ground that no cartographic representation might capture. As Patton observes the destruction unfold in the valley below and before him, he declares: ‘Hell of a waste of fine infantry.’ Figure 5.An important inclusion, then, is that following the protracted El Guettar battle scenes, Schaffner has the (symbolically flag-draped) casket of Patton’s aide, Captain Richard N. “Dick” Jenson, wheeled away on a horse-drawn cart — with the lonely figure of the mourning general marching behind, his ironic interior monologue audible to the audience: ‘I can't see the reason such fine young men get killed. There are so many battles yet to fight.’ Finally, in terms of this brief and partial assessment of the battle-map in Patton, less than an hour in, we may observe that the map is emerging as something far more than a casual prop; as something more than a plotting of battlelines; as something more than an emblem of command. Along a new and unexpected axis of semantic combination, it is now manifesting as a sign of that which cannot be represented nor commanded.Midway presents the lead-up to the eponymous naval battle of 1942. Smight’s work is of interest primarily because the battle itself plays a relatively small role in the film; what is most important is the prolonged strategising that comprises most of the film’s run time. In Midway, battle-tables and fleet markers become key players in the cinematic action, second almost to the commanders themselves. Two key sequences are discussed here: the moment in which Yamamoto outlines his strategy for the attack on Midway (by way of a decoy attack on the Aleutian Islands), and the scene some moments later where Admiral Nimitz and his assembled fleet commanders (Spruance, Blake, and company) survey their own plan to defend the atoll. In Midway, as is represented by the notion of a fleet-in-being, the oceanic battlefield is presented as a speculative plane on which commanders can test ideas. Here, a fleet in a certain position projects a radius of influence that will deter an enemy fleet from attacking: i.e. ‘a fleet which is able and willing to attack an enemy proposing a descent upon territory which that force has it in charge to protect’ (Colomb viii). The fleet-in-being, it is worth noting, is one that never leaves port and, while it is certainly true that the latter half of Midway is concerned with the execution of strategy, the first half is a prolonged cinematic game of chess, with neither player wanting to move lest the other has thought three moves ahead. Virilio opines that the fleet-in-being is ‘a new idea of violence that no longer comes from direct confrontation and bloodshed, but rather from the unequal properties of bodies, evaluation of the number of movements allowed them in a chosen element, permanent verification of their dynamic efficiency’ (Speed and Politics 62). Here, as in Patton, we begin to read the map as a sign of the subjective as well as the objective. This ‘game of chess’ (or, if you prefer, ‘Battleships’) is presented cinematically through the interaction of command teams with their battle-tables and fleet markers. To be sure, this is to show strategy being developed — but it is also to prepare viewers for the defamiliarised representation of the battle itself.The first sequence opens with a close-up of Admiral Yamamoto declaring: ‘This is how I expect the battle to develop.’ The plan to decoy the Americans with an attack on the Aleutians is shown via close-ups of the conveniently-labelled ‘Northern Force’ (Fig. 6). It is then explained that, twenty-four hours later, a second force will break off and strike south, on the Midway atoll. There is a cut from closeups of the pointer on the map to the wider shot of the Japanese commanders around their battle table (Fig. 7). Interestingly, apart from the opening of the film in the Japanese garden, and the later parts of the film in the operations room, the Japanese commanders are only ever shown in this battle-table area. This canonically positions the Japanese as pure strategists, little concerned with the enmeshing of war with political or social considerations. The sequence ends with Commander Yasimasa showing a photograph of Vice Admiral Halsey, who the Japanese mistakenly believe will be leading the carrier fleet. Despite some bickering among the commanders earlier in the film, this sequence shows the absolute confidence of the Japanese strategists in their plan. The shots are suitably languorous — averaging three to four seconds between cuts — and the body language of the commanders shows a calm determination. The battle-map here is presented as an index of perfect command and inevitable victory: each part of the plan is presented with narration suggesting the Japanese expect to encounter little resistance. While Yasimasa and his clique are confident, the other commanders suggest a reconnaissance flight over Pearl Harbor to ascertain the position of the American fleet; the fear of fleet-in-being is shown here firsthand and on the map, where the reconnaissance planes are placed alongside the ship markers. The battle-map is never shown in full: only sections of the naval landscape are presented. We suggest that this is done in order to prepare the audience for the later stages of the film: as in Patton (from time to time) the battle-map here is filmed abstractly, to prime the audience for the abstract montage of the battle itself in the film’s second half.Figure 6.Figure 7.Having established in the intervening running time that Halsey is out of action, his replacement, Rear Admiral Spruance, is introduced to the rest of the command team. As with all the important American command and strategy meetings in the film, this is done in the operations room. A transparent coordinates board is shown in the foreground as Nimitz, Spruance and Rear Admiral Fletcher move through to the battle table. Behind the men, as they lean over the table, is an enormous map of the world (Fig. 8). In this sequence, Nimitz freely admits that while he knows each Japanese battle group’s origin and heading, he is unsure of their target. He asks Spruance for his advice:‘Ray, assuming what you see here isn’t just an elaborate ruse — Washington thinks it is, but assuming they’re wrong — what kind of move do you suggest?’This querying is followed by Spruance glancing to a particular point on the map (Fig. 9), then a cut to a shot of models representing the aircraft carriers Hornet, Enterprise & Yorktown (Fig. 10). This is one of the few model/map shots unaccompanied by dialogue or exposition. In effect, this shot shows Spruance’s thought process before he responds: strategic thought presented via cinematography. Spruance then suggests situating the American carrier group just northeast of Midway, in case the Japanese target is actually the West Coast of the United States. It is, in effect, a hedging of bets. Spruance’s positioning of the carrier group also projects that group’s sphere of influence around Midway atoll and north to essentially cut off Japanese access to the US. The fleet-in-being is presented graphically — on the map — in order to, once again, cue the audience to match the later (edited) images of the battle to these strategic musings.In summary, in Midway, the map is an element of production design that works alongside cinematography, editing, and performance to present the notion of strategic thought to the audience. In addition, and crucially, it functions as an abstraction of strategy that prepares the audience for the cinematic disorientation that will occur through montage as the actual battle rages later in the film. Figure 8.Figure 9.Figure 10.This essay has argued that the battle-map is a simulacrum of the weakest kind: what Baudrillard would call ‘simulacra of simulation, founded on information, the model’ (121). Just as cinema itself offers a distorted view of history (the war film, in particular, tends to hagiography), the battle-map is an over-simplification that fails to capture the physical and psychological realities of conflict. We have also argued that in both Patton and Midway, the map is not a ‘free’ motif (Tomashevsky 69). Rather, it is bound: a central thematic device. In the two films, the battle-map emerges as a crucial isomorphic element. On the one hand, it features as a prop to signify command and to relay otherwise complex strategic plottings. At this syntagmatic level, it functions alongside cinematography, editing, and performance to give audiences a glimpse into how military strategy is formed and tested: a traditional ‘reading’ of the map. But on the flip side of what emerges as a classic structuralist binary, is the map as a device of foreshadowing (especially in Midway) and as a depiction of command’s profound limitations. Here, at a paradigmatic level, along a new axis of combination, a new reading of the map in war cinema is proposed: the battle-map is as much a sign of the subjective as it is the objective.ReferencesBasinger, Jeanine. The World War II Combat Film: Anatomy of a Genre. Middletown, CT: Columbia UP, 1986.Baudrillard, Jean. Simulacra and Simulation. Ann Arbour: U of Michigan Press, 1994.Bender, Stuart. Film Style and the World War II Combat Genre. Newcastle upon Tyne: Cambridge Scholars Publishing, 2013.Clausewitz, Carl. On War. Vol. 1. London: Kegan Paul, 1908.Colomb, Philip Howard. Naval Warfare: Its Ruling Principles and Practice Historically Treated. 3rd ed. London: W.H. Allen & Co, 1899.Culler, Jonathan. Structuralist Poetics. London: Routledge & Kegan Paul, 1975.Deleuze, Gilles. Cinema 2: The Time-Image. London: Continuum, 2005.Eichenbaum, Boris. The Young Tolstoi. Ann Arbor: Ardis, 1972.Goffman, Erving. Frame Analysis. Cambridge, MA: Harvard UP, 1976.Jakobson, Roman. "Linguistics and Poetics." Style in Language. Ed. T. Sebebeok. Cambridge, MA: MIT, 1960. 350—77.Langford, Michelle. Allegorical Images: Tableau, Time and Gesture in the Cinema of Werner Schroeter. Bristol: Intellect, 2006.Midway. Jack Smight. Universal Pictures, 1976. Film.Patton. Franklin J. Schaffner. 20th Century Fox, 1970. Film.Schulten, Susan. World War II Led to a Revolution in Cartography. New Republic 21 May 2014. 16 June 2017 <https://newrepublic.com/article/117835/richard-edes-harrison-reinvented-mapmaking-world-war-2-americans>.Tolstoy, Leo. War and Peace. Vol. 2. London: Folio, 1997.Tomashevsky, Boris. "Thematics." Russian Formalist Criticism: Four Essays. Eds. L. Lemon and M. Reis, Lincoln: U. Nebraska Press, 2012. 61—95.Tzu, Sun. The Art of War. San Diego: Canterbury Classics, 2014.Virilio, Paul. Speed and Politics. Paris: Semiotext(e), 2006.Virilio, Paul. War and Cinema: The Logistics of Perception. London: Verso, 1989.

IntroductionIn the year 2000, a group of likeminded individuals got together and convened the first annual World Barista Championship in Monte Carlo. With twelve competitors from around the globe, each competitor was judged by seven judges: one head judge who oversaw the process, two technical judges who assessed technical skills, and four sensory judges who evaluated the taste and appearance of the espresso drinks. Competitors had fifteen minutes to serve four espresso coffees, four cappuccino coffees, and four “signature” drinks that they had devised using one shot of espresso and other ingredients of their choice, but no alcohol. The competitors were also assessed on their overall barista skills, their creativity, and their ability to perform under pressure and impress the judges with their knowledge of coffee. This competition has grown to the extent that eleven years later, in 2011, 54 countries held national barista championships with the winner from each country competing for the highly coveted position of World Barista Champion. That year, Alejandro Mendez from El Salvador became the first world champion from a coffee producing nation. Champion baristas are more likely to come from coffee consuming countries than they are from coffee producing countries as countries that produce coffee seldom have a culture of espresso coffee consumption. While Ireland is not a coffee-producing nation, the Irish are the highest per capita consumers of tea in the world (Mac Con Iomaire, “Ireland”). Despite this, in 2008, Stephen Morrissey from Ireland overcame 50 other national champions to become the 2008 World Barista Champion (see, http://vimeo.com/2254130). Another Irish national champion, Colin Harmon, came fourth in this competition in both 2009 and 2010. This paper discusses the history and development of coffee and coffee houses in Dublin from the 17th century, charting how coffee culture in Dublin appeared, evolved, and stagnated before re-emerging at the beginning of the 21st century, with a remarkable win in the World Barista Championships. The historical links between coffeehouses and media—ranging from print media to electronic and social media—are discussed. In this, the coffee house acts as an informal public gathering space, what urban sociologist Ray Oldenburg calls a “third place,” neither work nor home. These “third places” provide anchors for community life and facilitate and foster broader, more creative interaction (Oldenburg). This paper will also show how competition from other “third places” such as clubs, hotels, restaurants, and bars have affected the vibrancy of coffee houses. Early Coffee Houses The first coffee house was established in Constantinople in 1554 (Tannahill 252; Huetz de Lemps 387). The first English coffee houses opened in Oxford in 1650 and in London in 1652. Coffee houses multiplied thereafter but, in 1676, when some London coffee houses became hotbeds for political protest, the city prosecutor decided to close them. The ban was soon lifted and between 1680 and 1730 Londoners discovered the pleasure of drinking coffee (Huetz de Lemps 388), although these coffee houses sold a number of hot drinks including tea and chocolate as well as coffee.The first French coffee houses opened in Marseille in 1671 and in Paris the following year. Coffee houses proliferated during the 18th century: by 1720 there were 380 public cafés in Paris and by the end of the century there were 600 (Huetz de Lemps 387). Café Procope opened in Paris in 1674 and, in the 18th century, became a literary salon with regular patrons: Voltaire, Rousseau, Diderot and Condorcet (Huetz de Lemps 387; Pitte 472). In England, coffee houses developed into exclusive clubs such as Crockford’s and the Reform, whilst elsewhere in Europe they evolved into what we identify as cafés, similar to the tea shops that would open in England in the late 19th century (Tannahill 252-53). Tea quickly displaced coffee in popularity in British coffee houses (Taylor 142). Pettigrew suggests two reasons why Great Britain became a tea-drinking nation while most of the rest of Europe took to coffee (48). The first was the power of the East India Company, chartered by Elizabeth I in 1600, which controlled the world’s biggest tea monopoly and promoted the beverage enthusiastically. The second was the difficulty England had in securing coffee from the Levant while at war with France at the end of the seventeenth century and again during the War of the Spanish Succession (1702-13). Tea also became the dominant beverage in Ireland and over a period of time became the staple beverage of the whole country. In 1835, Samuel Bewley and his son Charles dared to break the monopoly of The East India Company by importing over 2,000 chests of tea directly from Canton, China, to Ireland. His family would later become synonymous with the importation of coffee and with opening cafés in Ireland (see, Farmar for full history of the Bewley's and their activities). Ireland remains the highest per-capita consumer of tea in the world. Coffee houses have long been linked with social and political change (Kennedy, Politicks; Pincus). The notion that these new non-alcoholic drinks were responsible for the Enlightenment because people could now gather socially without getting drunk is rejected by Wheaton as frivolous, since there had always been alternatives to strong drink, and European civilisation had achieved much in the previous centuries (91). She comments additionally that cafés, as gathering places for dissenters, took over the role that taverns had long played. Pennell and Vickery support this argument adding that by offering a choice of drinks, and often sweets, at a fixed price and in a more civilized setting than most taverns provided, coffee houses and cafés were part of the rise of the modern restaurant. It is believed that, by 1700, the commercial provision of food and drink constituted the second largest occupational sector in London. Travellers’ accounts are full of descriptions of London taverns, pie shops, coffee, bun and chop houses, breakfast huts, and food hawkers (Pennell; Vickery). Dublin Coffee Houses and Later incarnations The earliest reference to coffee houses in Dublin is to the Cock Coffee House in Cook Street during the reign of Charles II (1660-85). Public dining or drinking establishments listed in the 1738 Dublin Directory include taverns, eating houses, chop houses, coffee houses, and one chocolate house in Fownes Court run by Peter Bardin (Hardiman and Kennedy 157). During the second half of the 17th century, Dublin’s merchant classes transferred allegiance from taverns to the newly fashionable coffee houses as places to conduct business. By 1698, the fashion had spread to country towns with coffee houses found in Cork, Limerick, Kilkenny, Clonmel, Wexford, and Galway, and slightly later in Belfast and Waterford in the 18th century. Maxwell lists some of Dublin’s leading coffee houses and taverns, noting their clientele: There were Lucas’s Coffee House, on Cork Hill (the scene of many duels), frequented by fashionable young men; the Phoenix, in Werburgh Street, where political dinners were held; Dick’s Coffee House, in Skinner’s Row, much patronized by literary men, for it was over a bookseller’s; the Eagle, in Eustace Street, where meetings of the Volunteers were held; the Old Sot’s Hole, near Essex Bridge, famous for its beefsteaks and ale; the Eagle Tavern, on Cork Hill, which was demolished at the same time as Lucas’s to make room for the Royal Exchange; and many others. (76) Many of the early taverns were situated around the Winetavern Street, Cook Street, and Fishamble Street area. (see Fig. 1) Taverns, and later coffee houses, became meeting places for gentlemen and centres for debate and the exchange of ideas. In 1706, Francis Dickson published the Flying Post newspaper at the Four Courts coffee house in Winetavern Street. The Bear Tavern (1725) and the Black Lyon (1735), where a Masonic Lodge assembled every Wednesday, were also located on this street (Gilbert v.1 160). Dick’s Coffee house was established in the late 17th century by bookseller and newspaper proprietor Richard Pue, and remained open until 1780 when the building was demolished. In 1740, Dick’s customers were described thus: Ye citizens, gentlemen, lawyers and squires,who summer and winter surround our great fires,ye quidnuncs! who frequently come into Pue’s,To live upon politicks, coffee, and news. (Gilbert v.1 174) There has long been an association between coffeehouses and publishing books, pamphlets and particularly newspapers. Other Dublin publishers and newspapermen who owned coffee houses included Richard Norris and Thomas Bacon. Until the 1850s, newspapers were burdened with a number of taxes: on the newsprint, a stamp duty, and on each advertisement. By 1865, these taxes had virtually disappeared, resulting in the appearance of 30 new newspapers in Ireland, 24 of them in Dublin. Most people read from copies which were available free of charge in taverns, clubs, and coffee houses (MacGiolla Phadraig). Coffee houses also kept copies of international newspapers. On 4 May 1706, Francis Dickson notes in the Dublin Intelligence that he held the Paris and London Gazettes, Leyden Gazette and Slip, the Paris and Hague Lettres à la Main, Daily Courant, Post-man, Flying Post, Post-script and Manuscripts in his coffeehouse in Winetavern Street (Kennedy, “Dublin”). Henry Berry’s analysis of shop signs in Dublin identifies 24 different coffee houses in Dublin, with the main clusters in Essex Street near the Custom’s House (Cocoa Tree, Bacon’s, Dempster’s, Dublin, Merchant’s, Norris’s, and Walsh’s) Cork Hill (Lucas’s, St Lawrence’s, and Solyman’s) Skinners’ Row (Bow’s’, Darby’s, and Dick’s) Christ Church Yard (Four Courts, and London) College Green (Jack’s, and Parliament) and Crampton Court (Exchange, and Little Dublin). (see Figure 1, below, for these clusters and the locations of other Dublin coffee houses.) The earliest to be referenced is the Cock Coffee House in Cook Street during the reign of Charles II (1660-85), with Solyman’s (1691), Bow’s (1692), and Patt’s on High Street (1699), all mentioned in print before the 18th century. The name of one, the Cocoa Tree, suggests that chocolate was also served in this coffee house. More evidence of the variety of beverages sold in coffee houses comes from Gilbert who notes that in 1730, one Dublin poet wrote of George Carterwright’s wife at The Custom House Coffee House on Essex Street: Her coffee’s fresh and fresh her tea,Sweet her cream, ptizan, and whea,her drams, of ev’ry sort, we findboth good and pleasant, in their kind. (v. 2 161) Figure 1: Map of Dublin indicating Coffee House clusters 1 = Sackville St.; 2 = Winetavern St.; 3 = Essex St.; 4 = Cork Hill; 5 = Skinner's Row; 6 = College Green.; 7 = Christ Church Yard; 8 = Crampton Court.; 9 = Cook St.; 10 = High St.; 11 = Eustace St.; 12 = Werburgh St.; 13 = Fishamble St.; 14 = Westmorland St.; 15 = South Great George's St.; 16 = Grafton St.; 17 = Kildare St.; 18 = Dame St.; 19 = Anglesea Row; 20 = Foster Place; 21 = Poolbeg St.; 22 = Fleet St.; 23 = Burgh Quay.A = Cafe de Paris, Lincoln Place; B = Red Bank Restaurant, D'Olier St.; C = Morrison's Hotel, Nassau St.; D = Shelbourne Hotel, St. Stephen's Green; E = Jury's Hotel, Dame St. Some coffee houses transformed into the gentlemen’s clubs that appeared in London, Paris and Dublin in the 17th century. These clubs originally met in coffee houses, then taverns, until later proprietary clubs became fashionable. Dublin anticipated London in club fashions with members of the Kildare Street Club (1782) and the Sackville Street Club (1794) owning the premises of their clubhouse, thus dispensing with the proprietor. The first London club to be owned by the members seems to be Arthur’s, founded in 1811 (McDowell 4) and this practice became widespread throughout the 19th century in both London and Dublin. The origin of one of Dublin’s most famous clubs, Daly’s Club, was a chocolate house opened by Patrick Daly in c.1762–65 in premises at 2–3 Dame Street (Brooke). It prospered sufficiently to commission its own granite-faced building on College Green between Anglesea Street and Foster Place which opened in 1789 (Liddy 51). Daly’s Club, “where half the land of Ireland has changed hands”, was renowned for the gambling that took place there (Montgomery 39). Daly’s sumptuous palace catered very well (and discreetly) for honourable Members of Parliament and rich “bucks” alike (Craig 222). The changing political and social landscape following the Act of Union led to Daly’s slow demise and its eventual closure in 1823 (Liddy 51). Coincidentally, the first Starbucks in Ireland opened in 2005 in the same location. Once gentlemen’s clubs had designated buildings where members could eat, drink, socialise, and stay overnight, taverns and coffee houses faced competition from the best Dublin hotels which also had coffee rooms “in which gentlemen could read papers, write letters, take coffee and wine in the evening—an exiguous substitute for a club” (McDowell 17). There were at least 15 establishments in Dublin city claiming to be hotels by 1789 (Corr 1) and their numbers grew in the 19th century, an expansion which was particularly influenced by the growth of railways. By 1790, Dublin’s public houses (“pubs”) outnumbered its coffee houses with Dublin boasting 1,300 (Rooney 132). Names like the Goose and Gridiron, Harp and Crown, Horseshoe and Magpie, and Hen and Chickens—fashionable during the 17th and 18th centuries in Ireland—hung on decorative signs for those who could not read. Throughout the 20th century, the public house provided the dominant “third place” in Irish society, and the drink of choice for itd predominantly male customers was a frothy pint of Guinness. Newspapers were available in public houses and many newspapermen had their own favourite hostelries such as Mulligan’s of Poolbeg Street; The Pearl, and The Palace on Fleet Street; and The White Horse Inn on Burgh Quay. Any coffee served in these establishments prior to the arrival of the new coffee culture in the 21st century was, however, of the powdered instant variety. Hotels / Restaurants with Coffee Rooms From the mid-19th century, the public dining landscape of Dublin changed in line with London and other large cities in the United Kingdom. Restaurants did appear gradually in the United Kingdom and research suggests that one possible reason for this growth from the 1860s onwards was the Refreshment Houses and Wine Licences Act (1860). The object of this act was to “reunite the business of eating and drinking”, thereby encouraging public sobriety (Mac Con Iomaire, “Emergence” v.2 95). Advertisements for Dublin restaurants appeared in The Irish Times from the 1860s. Thom’s Directory includes listings for Dining Rooms from the 1870s and Refreshment Rooms are listed from the 1880s. This pattern continued until 1909, when Thom’s Directory first includes a listing for “Restaurants and Tea Rooms”. Some of the establishments that advertised separate coffee rooms include Dublin’s first French restaurant, the Café de Paris, The Red Bank Restaurant, Morrison’s Hotel, Shelbourne Hotel, and Jury’s Hotel (see Fig. 1). The pattern of separate ladies’ coffee rooms emerged in Dublin and London during the latter half of the 19th century and mixed sex dining only became popular around the last decade of the 19th century, partly infuenced by Cesar Ritz and Auguste Escoffier (Mac Con Iomaire, “Public Dining”). Irish Cafés: From Bewley’s to Starbucks A number of cafés appeared at the beginning of the 20th century, most notably Robert Roberts and Bewley’s, both of which were owned by Quaker families. Ernest Bewley took over the running of the Bewley’s importation business in the 1890s and opened a number of Oriental Cafés; South Great Georges Street (1894), Westmoreland Street (1896), and what became the landmark Bewley’s Oriental Café in Grafton Street (1927). Drawing influence from the grand cafés of Paris and Vienna, oriental tearooms, and Egyptian architecture (inspired by the discovery in 1922 of Tutankhamen’s Tomb), the Grafton Street business brought a touch of the exotic into the newly formed Irish Free State. Bewley’s cafés became the haunt of many of Ireland’s leading literary figures, including Samuel Becket, Sean O’Casey, and James Joyce who mentioned the café in his book, Dubliners. A full history of Bewley’s is available (Farmar). It is important to note, however, that pots of tea were sold in equal measure to mugs of coffee in Bewley’s. The cafés changed over time from waitress- to self-service and a failure to adapt to changing fashions led to the business being sold, with only the flagship café in Grafton Street remaining open in a revised capacity. It was not until the beginning of the 21st century that a new wave of coffee house culture swept Ireland. This was based around speciality coffee beverages such as espressos, cappuccinos, lattés, macchiatos, and frappuccinnos. This new phenomenon coincided with the unprecedented growth in the Irish economy, during which Ireland became known as the “Celtic Tiger” (Murphy 3). One aspect of this period was a building boom and a subsequent growth in apartment living in the Dublin city centre. The American sitcom Friends and its fictional coffee house, “Central Perk,” may also have helped popularise the use of coffee houses as “third spaces” (Oldenberg) among young apartment dwellers in Dublin. This was also the era of the “dotcom boom” when many young entrepreneurs, software designers, webmasters, and stock market investors were using coffee houses as meeting places for business and also as ad hoc office spaces. This trend is very similar to the situation in the 17th and early 18th centuries where coffeehouses became known as sites for business dealings. Various theories explaining the growth of the new café culture have circulated, with reasons ranging from a growth in Eastern European migrants, anti-smoking legislation, returning sophisticated Irish emigrants, and increased affluence (Fenton). Dublin pubs, facing competition from the new coffee culture, began installing espresso coffee machines made by companies such as Gaggia to attract customers more interested in a good latté than a lager and it is within this context that Irish baristas gained such success in the World Barista competition. In 2001 the Georges Street branch of Bewley’s was taken over by a chain called Café, Bar, Deli specialising in serving good food at reasonable prices. Many ex-Bewley’s staff members subsequently opened their own businesses, roasting coffee and running cafés. Irish-owned coffee chains such as Java Republic, Insomnia, and O’Brien’s Sandwich Bars continued to thrive despite the competition from coffee chains Starbucks and Costa Café. Indeed, so successful was the handmade Irish sandwich and coffee business that, before the economic downturn affected its business, Irish franchise O’Brien’s operated in over 18 countries. The Café, Bar, Deli group had also begun to franchise its operations in 2008 when it too became a victim of the global economic downturn. With the growth of the Internet, many newspapers have experienced falling sales of their printed format and rising uptake of their electronic versions. Most Dublin coffee houses today provide wireless Internet connections so their customers can read not only the local newspapers online, but also others from all over the globe, similar to Francis Dickenson’s coffee house in Winetavern Street in the early 18th century. Dublin has become Europe’s Silicon Valley, housing the European headquarters for companies such as Google, Yahoo, Ebay, Paypal, and Facebook. There are currently plans to provide free wireless connectivity throughout Dublin’s city centre in order to promote e-commerce, however, some coffee houses shut off the wireless Internet in their establishments at certain times of the week in order to promote more social interaction to ensure that these “third places” remain “great good places” at the heart of the community (Oldenburg). Conclusion Ireland is not a country that is normally associated with a coffee culture but coffee houses have been part of the fabric of that country since they emerged in Dublin in the 17th century. These Dublin coffee houses prospered in the 18th century, and survived strong competition from clubs and hotels in the 19th century, and from restaurant and public houses into the 20th century. In 2008, when Stephen Morrissey won the coveted title of World Barista Champion, Ireland’s place as a coffee consuming country was re-established. 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This chapter explores some of the innovative ways in which collaborative approaches to developing urban policy have been undertaken in the Metropolitan Region of Rio de Janeiro, Brazil. It introduces the work and values of the Casa Fluminense civil organisation based in the city. It explains how Casa has built on a history of participatory planning and policy making in Brazil to create methods to develop and test public policy proposals in Rio. The chapter explores how co-creative approaches at the neighbourhood level, using empowerment, refunding and artistic practices are related to information gathering, policy development and monitoring at the metropolitan scale. This provides a model where the benefits of co-creation working at the local level can be translated to a scale where key issues such as railway transport and water quality can be addressed.

Consistent process control of wheel hardness and residual stresses developed during heat treatment are particularly important considerations for service life and safety of railway wheels. This paper details the process controls strategically located throughout an integrated, fully automated heat treatment system that can heat treat up to 65 railway wheels per hour. New, innovative technology such as in-line temperature measurements that control key process steps, uniform wheel heating and cooling, and quench water temperature and pressure control have resulted in wheel hardness and residual stress values with less statistical variation than older, traditional heat treat methods. Automatic serial number tracking and temperature measurement allow for statistical analysis of heat treat processes. Two years after the commissioning of this $18M facility, the quality and productivity benefits realized are discussed.

Longitudinally Coupled Prefabricated Ballastless Track (LCPBT) system was firstly applied on Suining-Chongqing experimental railway line and Beijing-Tianjin intercity railway line. LCPBT track structure is longitudinally continuous, with fixing a 5-cm-thick hard foam board above every bridge structure joints, between bridge protection layer and the continuous concrete base to reduce detrimental fastening pulling force in case of great rotation angle or displacement. Hard foam board ensures a steady deformation transition, and we calculate its compressive stress, compression and cubical elasticity coefficient Q, for fulfilling force-bearing and deformation requirements. Taking a two-span, simple supported beam, each with 32-m-long bridge for instance, an integral finite element model of continuous welded rail -coupled track slab -coupled concrete base –bridge beam was established, in which a vertical compression amount under 9 different load cases. The maximum bottom tensile stress of concrete base, maximum compressive stress and compression amount of hard foam board are gained from computation results. Besides, Q-value and the control value of rotation angle at bridge structure joints are suggested in this paper. The key findings are: a) under simultaneous actions of train load and beam rotation angle, the maximum bottom tensile stress of concrete base does not exceed its threshold as 250 kPa, given a Q-value of 0.5 N/mm3; b) considering the uniformity of track stiffness and track regularity, a greater Q-value is preferable and we recommend the Q-value as 0.5 N/mm3; c) the beam rotation angle at bridge structure joints should be less than 1.4, including the load cause of uneven settlement of adjacent bridge piers, uneven settlement of adjacent bridge foundation; d) uneven settlement of adjacent bridge foundation on the same bridge pier must be strictly controlled to avoid affecting the service life of hard foam board.

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.

The traction performance of a locomotive under real operational conditions is strongly dependent on friction conditions present at the wheel-rail interface. The tribology of the contact process changes during the locomotive running process and the conditions are not ideal due to the presence of a third body layer between wheels and rails. This leads to the complexities of the non-linear wheel-rail contact. To describe this system correctly, the real working conditions need to be known. The exact conditions are both complex and vary with location because of the potential presence of additional contamination material. The realization of high adhesion under traction or braking assumes that a locomotive produces a high slip that removes some of the third body material in the contact and this effect leads to an increase in values of friction coefficient from the leading to each subsequent following wheel on each side of the bogie. The resulting friction change can improve the tractive effort of a locomotive that is a key issue for railway operations. In this paper, the change of friction coefficients under traction are investigated by means of engineering analysis and some assumptions have been stated to generate input parameters for wheel-rail contact modelling in order to understand the influence of this rail cleaning process on locomotive dynamics. The assumptions made allow adopting a progressive increase of friction coefficient under an analytical assumption for each wheel. The multibody model of a high adhesion locomotive that includes a traction system has been developed in a specialized multibody software. The results obtained show the changes in dynamic behavior of a locomotive and indicate the influence on traction performance.