Academic literature on the topic 'Railroad connecting lines'

In Operational Area 8 Surabaya there are several railway lines, one of which is the Wonokromo - Mojokerto line. This lane has a fairly heavy train traffic frequency including the connecting lane south. This will affect the quality of roads on the Wonokromo - Mojokerto line. To assess damage to a railroad seen from several aspects in the structure of the railroad. These aspects are the structure of the railroad, the structure of the railroad and the geometrical structure of the railroad. In Indonesian railways, the railroad uses railroad geometry consisting of several parameters (track gauge, cant, longitudinal level, and lateral level.) as a basis for assessing railroad quality. In this study will analyze the structure of the railroad under the thickness of the ballast to the Track Quality Index (TQI). In this study using a simple linear regression analysis to determine the variation of the thickness of the ballast to TQI. From the results of the analysis conducted, obtained thickness changes that occur in ballast that affect the value of the Track Quality Index (TQI). Where the greater ballast, the greater the value of TQI.

The period 1861 to 1920 witnessed sharp price convergence in British Indian grain markets. Previous research attributed this to the construction of railways. But tests examining price differences between districts provide surprisingly weak support for that hypothesis. Railways mattered, but seem capable of explaining only about 20 percent of the decline in price dispersion. One explanation may be that India was a partially integrated economy at the time of railroad expansion. Lines connecting districts on preexisting trade routes had very small price effects. There is also some evidence of a “border effect” on lines between British India and princely states.

Abstract: The world's fastest growing major economy is India. Gujarat is one of the fastest-growing states in India, with strong industrial and economic growth. A well-balanced transportation system is vital for the overall growth of any region. Gujarat also has a robust rail network, which complements this. Gujarat is the location of one of the busiest railroad lines that connects the political and commercial centres of Delhi and Mumbai. On the railway lines connecting Mumbai with Delhi and Ahmadabad with Mumbai, Valsad is one of the significant and crowded stations. Many residents of Valsad hold jobs in the neighbouring cities of Mumbai, Vapi, and Surat, among others. As a result, railroad is a popular means of transportation. The majority of these folks drive their two-wheelers or other vehicles from their residences to the railroad station, where they usually park them. People used to park their cars outside the parking lot during peak hours, such as early in the morning and late at night, when there was a significant demand for parking at the railway station. Because of this, adequate parking facilities are needed to prevent situations of this kind. According to field observations, there are not enough parking spaces at Valsad Railway Station. Because commuters used to park on the sides of the roads and on the sidewalks, there was constant traffic in and around the railway station area. As a result, Valsad Railway Station needs to evaluate parking demand. Inventory of parking spaces and a survey of parking utilisation by petrol were done to assess the parking demand licence plate technique. the demand exclusive parking surveys will be used to achieve clear situation of the existing parking state of affairs and future recommendation to ease the parking demand.

This paper has investigated the technology of forwarding local wagons at railroad technical stations and established the need to improve it given the extra downtime of local wagons. The main issue relates to the considerable combinatorial complexity of the tasks of operational planning. Another problem is that as part of the conventional approach, planning a station operation and planning a local operation at it is considered separately. Another planning issue is the lack of high-quality models for the preparation of initial data, in particular, data on the duration of technological operations, such as, for example, shunting operations involving local wagons forwarding. To resolve these issues, a new approach has been proposed, under which the tasks of operative planning of a technical station’s operation and its subsystem of local operations are tackled simultaneously, based on a single model. To this end, a mathematical model of vector combinatoric optimization has been built, which uses the criteria of total operating costs and wagon-hours spent at a station when forwarding local wagon flows, in the form of separate objective functions. Within this model, a predictive model was constructed in the form of a fuzzy inference system. This model is designed to determine the duration of shunting half-runs when executing the spotting/picking operations for delivering local wagons to enterprises’ goods sheds. The model provides for the accuracy level that would suffice at planning, in contrast to classical methods. A procedure has been devised for optimizing the planning model, which employs the modern genetic algorithm of vector optimization NSGA-III. This procedure is implemented in the form of software that makes it possible to build a rational operative plan for the operation of a technical station, including a subsystem of local operations, in graphic form, thereby reducing the operating costs by 5 % and the duration of maintenance of a local wagon by 8 %. The resulting effect could reduce the turnover time of a freight car in general on the railroad network, speed up the delivery of goods, and reduce the cost of transportation

From the second half of the 19th century, the Government of tsarist Russia, expressing the political and economic, first of all, military-strategic interests of its country, began the construction of a railway in Transcaucasia. The construction of the railway was also important for Georgia, it meant the victory of capitalist industry, its rapid development and the visible growth of local markets. Among the main cities of Georgia, only Kutaisi remained without the main line of the Transcaucasian railway. The article describes the contribution made by the great public figure, great Georgian N. Nikoladze to the construction of the railway in Kutaisi and the construction of the Kutaisi - Tkibuli railway line. From the 2nd half of the 19th century, the government of tsarist Russia, expressing the interests of its country's capitalism, started the construction of railways to Transcaucasia. This measure was aimed to transform Georgia and Transcaucasia into a key base of sales of products and a source of raw materials. The construction of the railway was also important for Georgia, and it meant the victory of capitalist industry, its rapid development and the exponential growth of local markets. The issue of railway construction in Kutaisi is closely connected with the name of a prominent public figure and great Georgian N. Nikoladze, who had not only talent of a painter, but also talent of an industrialist and a statesman. According to the original project, the Transcaucasian railway line was supposed to pass through: Senaki, Kutaisi, Kvirila and Gori, but during the construction, this project was changed for various reasons by society of capitalists constructing the road, and Kutaisi was bypassed by the main Transcaucasian line. It was withdrawn from the city at a distance of 8 miles. Naturally, this provoked the appropriate reaction of urban society, because all this severely shortened economic life of the city. In 1871, during the visit of Emperor Alexander II to Kutaisi, during a meeting with the Kutaisi community, the foundation was laid in the construction of a separate branch from Kutaisi to the Transcaucasian main line, which was completed in 1877, and the connecting point in Sarbevi was named “Rioni” instead of “Kutaisi” station. The Kutaisi-Rioni railway line, it was a useless and belated present for Kutaisi to compensate for the injustice made during the construction of the Transcaucasian Railway Line. After that, Kutaisi society had one hope left. Now the main thing was to make sure that the line of Tkibuli did not miss Kutaisi. The mentioned problem - the connection of the Tkibuli line with Kutasi - was solved as a result of N. Nikoladze's efforts. Despite the works accrued out, leaving Kutaisi without the main railway greatly complicated the political and economic situation of the civil administrative, military authorities, as well as the military, political and social state of the city, because Kutaisi was the most important city and the provincial center of western Georgia. The public of the city used every opportunity to resolve this issue positively, but all attempts ended with no result. At the early 900s, the construction of the Black Sea railway and establishing its line through Kutaisi is on the agenda. In 1936, the railway was constructed from Senaki to Sokhumi; Sokhumi was connected to Tbilisi and other cities, and in 1941-45, the Black Sea railway was laid and Kutaisi was connected by rail with Russia. The disconnection of Kutaisi from the main railroad had not only negative consequences. From today's perspective, it is probably a good thing that the main railroad does not pass through the city. In large cities, this causes significant discomfort that they manage by constructing the avoiding lines, and Kutaisi no longer needed to take care of such railroads, because the city itself has approached the Transcaucasian main railroad.

The median path problem (min-sum criterion) is a common problem in graph theory and tree networks. This problem is open to study because its applications are growing and extending in different fields, such as providing insight for decision-makers when selecting the optimal location for non-emergency services, including railroad lines, highways, pipelines, and transit routes. Also, the min-sum criterion can deal with several networks in different applications. The location problem has traditionally been concerned with the optimal location of a single-point facility at either a vertex or along an edge in a network. Recently, numerous investigators have investigated this classic problem and have studied the location of many facilities, such as paths, trees, and cycles. The concept of the median, which measures the centrality of a vertex in a graph, is extended to the paths in a graph. In this paper, we consider the problem of locating path-shaped facilities on a tree network. A new modified and improved algorithm for finding a median single path facility of a specified length in a tree network is proposed. The median criterion for optimality considers the sum of the distances from all vertices of the tree to the path facility. This problem under the median criterion is called the ℓ-core problem. The distance between any two vertices in the tree is equal to the length of the unique path connecting them. This location problem usually has applications in distributed database systems, pipelines, the design of public transportation routes, and communication networks.