Relevant bibliographies by topics / Railroad lands

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Railroad lands'

Author: Grafiati
Published: 4 June 2021
Last updated: 5 February 2022

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Journal articles on the topic "Railroad lands"

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Uchida, Jun. "“A Scramble for Freight”: The Politics of Collaboration along and across the Railway Tracks of Korea under Japanese Rule." Comparative Studies in Society and History 51, no. 1 (December 16, 2008): 117–50. http://dx.doi.org/10.1017/s0010417509000061.

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New interpretations constantly grow around a familiar story, like life along colonial railways. From the vast plains of America to the subcontinent of India, scholars have noted, railroads played a pivotal role in inscribing power on uncharted terrain. They facilitated conquest, opened lands for settlement, and fueled the colonial extractive economy. And railroads were more than mere “tools of empire.” From missionaries and administrators in the field to interlocutors in the distant metropole, Europeans celebrated railroads and their locomotives as vehicles of their “civilizing mission” on the benighted colonial frontier. Not only did railroads reshape local lands into well-ordered spaces of production, they also remade their non-European dwellers by uplifting them from their alleged state of cultural decline. An instrument of progress, industry, and rationality, the railroad was the personification of the model colonizer: it captured lands as well as the minds of their inhabitants, not by brute force but by the sheer power of modernity (see figure 1).
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McIlwraith, Thomas. "Digging Out and Filling In." Articles 20, no. 1 (August 1, 2013): 15–33. http://dx.doi.org/10.7202/1017560ar.

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A half-million square metres (50 hectares) was brought in to railroad and commercial use at wharfage-level along the Toronto lakefront during the 1850s. This major engineering project involved cutting down the terrace south of Front Street, and this was the source of most of the fill dumped into the Bay. Neither railroad cars nor harbour dredges were capable of delivering the additional material necessary for building anticipated port lands, and many parts of the waterfront remained improperly filled for decades. The land-area that was created should be regarded as a byproduct of short-run, selfish commercial interests, abetted by a City Council that gave only lip-service to the concept of a parklike lakefront.
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Kazantsev, Ivan Viktorovich. "RAIL TRANSPORT AS A SOURCE OF SOIL CONTAMINATION WITH HEAVY METALS." Samara Journal of Science 4, no. 2 (June 15, 2015): 94–96. http://dx.doi.org/10.17816/snv20152128.

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This article discusses the pollution of soils with heavy metals in the vicinity of railways. Describes the ways and means of receipt of pollutants in soil. Investigated pollution with heavy metals of tap railroad Kuibyshev railway. Presents the results of the comparison of soil pollution with heavy metals in comparison with the maximum permissible concentration and regional background levels. The studied area of the Kuibyshev railway station 1004 km to the station Obsharovka direction Samara-Syzran on the contents in the soils of tap railroad 4 heavy metals: Fe, Сu, Мn, Cг. Revealed that the pattern of distribution of heavy metals away from the railroad tracks play a role as natural and artificial barriers. The natural barriers include shelterbelts, and the artificial - the presence of solid fences. Due to the close proximity of agricultural lands to railroad tracks is particularly important to take into account the contamination of soils by heavy metals in the bends of the Railways. Many heavy metals can accumulate in plants (agricultural) and, accordingly, to be involved in the system plant - man; plant - animal - man, which contributes to the deteriorating health of the population.
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Pengelly, Sean P., and C. Tyler Dick. "Economics and Planning of Short-Haul and Short-Line Railway Intermodal Service." Transportation Research Record: Journal of the Transportation Research Board 2608, no. 1 (January 2017): 105–14. http://dx.doi.org/10.3141/2608-12.

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To develop a more competitive and efficient transportation system, railroads have engaged in intermodal freight transportation of both containers and trailers. Though intermodal rail operations have increased dramatically since the 1950s, traffic trends have also evolved with shipper demands, improved rail infrastructure, and enhanced operational strategy. Many former main railroad lines are now operated by short-line and regional carriers. Industrial centers that were once home to intermodal terminals, both large and small, have lost their intermodal connectivity since short-line and regional railroads typically do not handle intermodal traffic. With local terminals lost, shippers have been forced to increase drayage distances to centralized Class I railroad intermodal terminals. With the economies of scale afforded by recent record levels of intermodal rail traffic, opportunities have arisen to revitalize short-haul intermodal service. In many instances, short-line and regional railroads have taken this opportunity to increase traffic and revenue on their own lines as well as increase traffic on existing intermodal lanes and bring relief to over-capacity centralized inter-modal terminals. In most instances, Class I railroads remain involved through operations and marketing of the short-haul service as part of their larger national network. This report summarizes ongoing research that, through examination of current and discontinued short-haul intermodal operations and communication with rail carriers of all sizes, identifies how the strengths of short-line and regional railroads can be leveraged to improve the efficiency of the Class I railroad intermodal network.
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Chapman, Carye Cole. "Railroads across Tribal Lands." American Indian Law Review 20, no. 2 (1995): 489. http://dx.doi.org/10.2307/20068806.

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Kupsch, Walter. "GSC Exploratory Wells in the West 1873-1875." Earth Sciences History 12, no. 2 (January 1, 1993): 160–79. http://dx.doi.org/10.17704/eshi.12.2.x2u23409u3877u64.

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Although the Geological Survey of Canada (GSC) was founded in 1842, it was not until 1872, two years after the transfer of Hudson's Bay Company (HBC) lands to the Dominion of Canada, that the first GSC geologist, Director Alfred R. C. Selwyn, came to the western interior. One year later a drilling program he had been promoting in Ottawa saw two wells brought to completion and a third one started.During the period 1873-1875 five wells were drilled by or for the GSC at: Fort Garry (the first to be spudded and at 37 feet the shallowest), Shoal Lake, Rat Creek, Fort Carlton, and Fort Pelly (the deepest at 501 feet and the last to be abandoned). The main objective was to locate sources of water and coal for the future transcontinental railroad then planned to follow a northwesterly route from Winnipeg to Edmonton.Four wells were drilled with a rotary, diamond sieamdrill which had been used in the hard, coal-bearing rocks of Nova Scotia but proved unsuitable for penetrating the glacial drift, loose sands, and soft clays of the prairies.Besides having to deal with technical problems related to the transport of heavy equipment, a GSC drilling party became embroiled in a dispute between Government and Natives over land rights. After encountering an Indian blockade led by Chief Mistiwassis the crew retreated behind the stockade of HBC's Fort Carlton to drill a 175-foot well in August and September 1875.In 1874 an agreement was made between the GSC and John Henry Fairbank, Canada's most prominent oilman, for the drilling of a well at Fort Pelly. A percussion steamdrill, then in common use in the Petrolia, Ontario, oil fields, was the equipment of choice. Work at a drill site north of the fort in the Swan River valley started 25 August 1874 but on 30 October winter forced suspension. The stored equipment was used again the following year when drilling resumed on 6 July. The contracted 500 foot depth was exceeded by 1 foot on 9 October 1875 when the well was abandoned.
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Sivanandan, R., Francois Dion, Hesham Rakha, and Michel Van Aerde. "Effect of Variable-Message Signs in Reducing Railroad Crossing Impacts." Transportation Research Record: Journal of the Transportation Research Board 1844, no. 1 (January 2003): 85–93. http://dx.doi.org/10.3141/1844-11.

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At-grade highway–railroad crossings cause traffic control problems that have a bearing not only on traffic safety but also on traffic flow efficiency. Crossings located near freeway exits pose particularly acute problems, as long closures could result in vehicle queues that spill back onto freeway lanes. A potential solution to this problem was evaluated by investigating the use of variable message signs to divert exiting freeway traffic through non-congested alternate exits. This was done using the crossing near the Fredericksburg Road exit on Interstate 10 (I–10) in San Antonio, Texas, as a case study. In the evaluation, microscopic simulation was used to determine the impacts of train operations at the crossing and the potential benefits of a variable-message sign (VMS) system installed on I–10. These effects were gauged by considering scenarios with varying levels of train duration, traffic demand on the freeway exit, and driver compliance to the displayed messages. While little network improvements were obtained, the analysis demonstrates the capability of the INTEGRATION software in analyzing such scenarios and the extent to which exiting freeway traffic may benefit from the VMS system, as well as the need to consider fuel consumption and vehicles emissions in the evaluations.
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Reynolds, Timothy J. "Cincinnati’s New Riverfront Transit Center: Unique Approach to Serving the Midwest’s Largest Sports and Entertainment Venue." Transportation Research Record: Journal of the Transportation Research Board 1735, no. 1 (January 2000): 84–90. http://dx.doi.org/10.3141/1735-11.

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The Southwest Ohio Regional Transit Authority of Cincinnati is developing the new Riverfront Transit Center to serve special events and attractions that are being developed along the city’s central riverfront. The $42 million facility is scheduled to be fully operational in 2003. The two stadiums are part of an ambitious riverfront renewal plan that will result in the Midwest’s largest sports and entertainment complex. The facility also will feature two new stadiums for professional baseball and football, an existing indoor arena, a new 14-ha (35-acre) festival park and concert venue, and the Freedom Center, a major museum commemorating the Underground Railroad. The Riverfront Transit Center is an integral part of the redesign of a 1.6-km (1-mi) segment of Interstate 71, which currently separates downtown Cincinnati from the Ohio River. The facility will include 20 sawtooth bus bays and two passing lanes to allow the movement of 20,000 passengers/h. By 2010, an estimated 375,000 passengers/year will use the transit center. In addition to being used for special events, the facility will be used on a daily basis by charter buses serving the Freedom Center.
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Nursandah, Fauzie. "STUDI PERENCANAAN PONDASI TIANG PANCANG PADA JEMBATAN KERETA API KM 95+870 JOMBANG MADIUN." UKaRsT 3, no. 1 (February 15, 2019): 64. http://dx.doi.org/10.30737/ukarst.v3i1.353.

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ABSTRACTBridges are complementary buildings that are used to continue the road or railroad that are cut off due to obstacles such as rivers, waterways, roads and valleys. As with the Jombang - Madiun railway bridge BH 258 km 95 + 870 Kertosono. The bridge that was built on the Brantas river aims to increase the number of new lanes to four lanes.The author wants to plan the development with a pile foundation. This foundation is planned by the Mayerhof method based on the SPT data obtained from the Contractor on the construction of the project namely Hutama, Modern Mitra, KSO.In the study of pile foundation planning obtained a vertical load of 8,708,531 tons, horizontal load of 567.69 tons, bearing capacity of the foundations was equal to 10.006.22 tons greater than the axial force that occurred which was 8,708,531 tons. The rolling stability value is 16.04 greater than 1.5 and the stability of the displacement is 4.46 more than 1.5, the stability of the decrease is 22.34 tons / m2 > the carrying capacity of the soil is 12.2 tons / m2 (not okay) then the pile is needed to hold vertical style.Keywords: Bridge, Mayerhof, Pile
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Bojović, A., A. Mora Muñoz, Z. Marković, and N. Novaković. "Network arches over the Danube – Railway Road Bridge in Novi Sad/Netzwerkbögen über die Donau – Eisenbahn-Straßenbrücke in Novi Sad." Bauingenieur 93, no. 03 (2018): 110–15. http://dx.doi.org/10.37544/0005-6650-2018-03-46.

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The Railway road bridge in Novi Sad (Serbia) is situated on the international railroad line No 2 (Belgrade-Budapest) and designed for two railway tracks (160 km/h), two road lanes and two footpaths. The bridge structure consists of four structures: two approach composite bridges at the banks and two steel tied network arch bridges over the river. The spans are 27,0 m + 177,0 m + 3,0 m + 219,0 m + 48,0 m, totally 474,0 m in length. The rises of arches are 34,0 m and 42,0 m respectively. The width of the bridge is 31,5 m. The arches and ties, as well as the girders of the approach spans, are steel box girders. The decks of all bridge structures are the composite reinforced concrete slabs with thickness of 300 mm, locally 400 mm. The launching itself was very complex and unique, in both analysis and construction. The arch bridges were fully assembled on the banks and launched by skids over the bank and by pontoons over the river, to the final position on piers. The bridge is, despite of heavy loads and structural complexity, very rational in steel volumes and construction costs as well.
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Dissertations / Theses on the topic "Railroad lands"

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Morris, John W. "'That Place Over There' A Journalistic Look at Latter-Day Corinne, the Last Gentile Railroad Boomtown in the Mormon Lands of Utah." DigitalCommons@USU, 1987. https://digitalcommons.usu.edu/etd/1376.

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The effort here, compiled over a nearly three-year period, is simply to encourage reporters of the mass media, those recorders of instant history on a daily basis, to take the time to put down in print somewhere the memories of old-timers everywhere. While centered in Corinne, Utah, the last rabble-rousing boomtown along the first transcontinental railroad to span the United States, this work is a collection of feature articles, laced with anecdotes and perhaps tall tales, of the type old-timers are eager to tell. It is a renegade mixture of oral and written histories and probably breaks most of the rules of structures research, but it attempts to add a little color, a little life, between the cold letters chiseled into cemetery headstones. If these stories are not put down for generations yet to come to read, to ponder and possibly to enjoy, they will be buried -- quite literally -- forever. Whether these stories are true or have been "blossomed" by retelling over the years is not the question here. Such stories add a perspective, and may haps a better understanding, to the dusty and often dry dates recited by children in elementary school. In this regard, these children will grow up, wed and work, and they will have their stories to tell, hopefully before they, too, die.
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Chan, Hoo-kong Patrick. "Redevelopment of Mong Kok KCR station phase 2 /." Hong Kong : University of Hong Kong, 1993. http://sunzi.lib.hku.hk/hkuto/record.jsp?B20667553.

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Van, Hoy Teresa Miriam. "The railroad as public utility and the public : land, labor, and rail services in southern Mexico /." Digital version accessible at:, 2000. http://wwwlib.umi.com/cr/utexas/main.

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Lam, Chui-shan. "Railway and land use interaction in Hong Kong : a geographical perspective /." Hong Kong : University of Hong Kong, 2000. http://sunzi.lib.hku.hk/hkuto/record.jsp?B22285258.

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Ho, Man-sze. "Railway and sustainable development socio-economic and land use impacts of west rail on Yuen Long town /." Click to view the E-thesis via HKUTO, 2009. http://sunzi.lib.hku.hk/hkuto/record/B42930194.

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Fung, Wai-kwan Louisa, and 馮惠筠. "The governance of cross-boundary land-based passenger transport service." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2004. http://hub.hku.hk/bib/B30129242.

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Lau, Yuen-yee Carey. "The relationship between railway and spatial development in Hong Kong." Click to view the E-thesis via HKUTO, 1999. http://sunzi.lib.hku.hk/hkuto/record/B42575072.

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Cheung, Kwok-wah. "The role of the railway in urban transport : integrated transport, land use and environmental planning in Hong Kong /." Hong Kong : University of Hong Kong, 2001. http://sunzi.lib.hku.hk:8888/cgi-bin/hkuto%5Ftoc%5Fpdf?B23339056.

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Lo, Wai-man Raymond. "Rail-transit-oriented development in Hong Kong : the case study of the Mass Transit Railway /." Hong Kong : University of Hong Kong, 2002. http://sunzi.lib.hku.hk/hkuto/record.jsp?B25248200.

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Jordan, Adrianna L. "The Historical Influence of Railroads on Urban Development and Future Economic Potential in San Luis Obispo." DigitalCommons@CalPoly, 2011. https://digitalcommons.calpoly.edu/theses/623.

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Abstract The Historical Influence of Railroads on Urban Development and Future Economic Potential in San Luis Obispo Adrianna L. Jordan Today the sound of a train passing through San Luis Obispo may be intermittent and faint, but persistent nonetheless, a reminder that the railroad (displaced eventually by the automobile and accompanying expansion of highways and road systems, and later by air connectivity) was a significant force in the development of the City of San Luis Obispo. The sound of railroads evokes a sentimental reminder of the past, but the railroad’s continued presence in the city, cutting through its urban fabric, raises intriguing questions as to what constructive role it can play in the evolving city economy. Can the railroad make a contribution to the new economy of the 21st Century? And if so, how? These questions are worth considering beyond nostalgia for a railroad-dominated past as we become more concerned, nationally and especially so in the State of California, about living sustainably. The aspiration to create communities that reduce dependence and expenditure on the automobile and the petroleum based economy that it represents has surfaced as an important goal, one that might enable us to live within our resource base. In this emerging context of heightened concern about integrating sustainability into current development, what role will, and might, the railroad play in shaping future developments and influencing land use? This work explores these questions by tracing the intertwined histories of transportation and land use in the City of San Luis Obispo from the 18th century Spanish mission era to the 19th century railroad era to the present-day automobile and air travel era. Although the heyday of rail as an economic driver in the city has come and gone, San Luis Obispo’s Railroad District, with the award-winning Railroad District Plan for its place-making guide, is poised for continued revitalization. Public and commercial entities such as the Amtrak Station, the Railroad Museum, the Park Hotel building and its restaurants, and the Railroad Square Channel Commercial Building anchor the district and serve as pulse points of activity for locals and tourists alike. In addition, the Railroad District’s excellent pedestrian and bicycle connectivity helps to link it with the rest of the city and channels people to it. Given the present concern over greenhouse gas (GHG) emissions from motor vehicles, rising fuel costs, shortages of oil, and the centralized land-use patterns popular in New Urbanism and required by SB 375, it is possible that the railroad, or some other form of fixed rail public transportation might once again become a preferred mode of long-distance transport to the major metropolitan areas south and north of the city and beyond.
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Books on the topic "Railroad lands"

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Release of United States interests in certain railroad grant lands in Tipton, California: Report (to accompany H.R. 4817) (including cost estimate of the Congressional Budget Office). [Washington, D.C: U.S. G.P.O., 2004.

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United States. Congress. Senate. Committee on Energy and Natural Resources. Arizona Wilderness Land Title Resolution Act of 1994: Report (to accompany S. 1233). [Washington, D.C.?: U.S. G.P.O., 1994.

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United States. Congress. House. Committee on the Judiciary. Arizona Wilderness Land Title Resolution Act of 1994: Report (to accompany S. 1233 which ... was referred jointly to the Committee on the Judiciary and the Committee on Natural Resources) (including cost estimate of the Congressional Budget Office). [Washington, D.C.?: U.S. G.P.O., 1994.

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United States. Congress. House. Committee on the Judiciary. Arizona Wilderness Land Title Resolution Act of 1994: Report (to accompany S. 1233 which ... was referred jointly to the Committee on the Judiciary and the Committee on Natural Resources) (including cost estimate of the Congressional Budget Office). [Washington, D.C.?: U.S. G.P.O., 1994.

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United States. Congress. Senate. Committee on Energy and Natural Resources. Arizona Wilderness Land Title Resolution Act of 1994: Report (to accompany S. 1233). [Washington, D.C.?: U.S. G.P.O., 1994.

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United States. Congress. House. Committee on the Judiciary. Arizona Wilderness Land Title Resolution Act of 1994: Report (to accompany S. 1233 which ... was referred jointly to the Committee on the Judiciary and the Committee on Natural Resources) (including cost estimate of the Congressional Budget Office). [Washington, D.C.?: U.S. G.P.O., 1994.

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United States. Congress. House. Committee on Interior and Insular Affairs. Validating conveyances of certain lands in the state of California that form part of the right-of-way granted by the United States to the Central Pacific Railway Company: Report (to accompany H.R. 2067). [Washington, D.C.?: U.S. G.P.O., 1985.

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Train, George Francis. My life in many states and in foreign lands: Dictated in my seventy-fourth year. Chetwode: A. Gordon, 1991.

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United States. Congress. House. Committee on Interior and Insular Affairs. Declaring certain lands in the city of Coalinga, CA, abandoned by the Southern Pacific Transportation Co.: Report (to accompany H.R. 3266). [Washington, D.C.?: U.S. G.P.O., 1985.

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Affairs, United States Congress House Committee on Interior and Insular. Declaring certain lands in the city of Coalinga, CA, abandoned by the Southern Pacific Transportation Co.: Report (to accompany H.R. 3266). [Washington, D.C.?: U.S. G.P.O., 1985.

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Book chapters on the topic "Railroad lands"

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Wright, Handel Kashope. "2. Multiculturality before Multiculturalism: Troubling History and Black Identity beyond the Last Stop on the Underground Railroad." In The Promised Land, edited by Boulou de b’Beri, Nina Reid-Maroney, and Handel K. Wright, 40–61. Toronto: University of Toronto Press, 2014. http://dx.doi.org/10.3138/9781442667457-003.

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Bowden, Bradley, and Peta Stevenson-Clarke. "Causes of Railroad Labor Conflict." In Frontiers of Labor. University of Illinois Press, 2018. http://dx.doi.org/10.5622/illinois/9780252041839.003.0010.

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New World railroads were seminal to nineteenth-century industrialization and European expansion. Funded by the profits of industrialization, the railroads opened new lands for agricultural and pastoral settlement, the produce of which fed the industrial workforces of the North Atlantic littoral while at the same time providing factory looms and foundries with their essential raw materials. Whether in private hands (as in the United States) or under public ownership (as in Australia), New World railroads were in managerial terms unequalled in the size and complexities of their organization. In the 1890s the power of railroad management was seemingly confirmed when they imposed dramatic reductions in wages and other employment conditions on their workforces. Where resisted, as in the United States Pullman Boycott, opposition was soon broken. Yet the managerial and financial strength of the railroads was by the 1890s more apparent than real. As mere cogs in a global production system, the railroads were financial victims of forces that they themselves helped unleash. As railroad-fueled rural expansion gradually swamped global commodity markets, the railroads found that the prices obtained for their core custom (notably corn and wheat) fell remorselessly. As prices fell, so too did railroad rates. While it was these economic mechanisms that drove management toward labor conflict, victories on this front did little to improve management’s position. The reason for this is that the railroads suffered primarily from revenue rather than labor cost problems. Saddled with large fixed costs, the railroads found that even the most severe wage and staffing cuts made little difference to their financial plight.
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Walker, David. "Conclusion." In Railroading Religion, 235–48. University of North Carolina Press, 2019. http://dx.doi.org/10.5149/northcarolina/9781469653204.003.0008.

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This chapter shows how LDS officials and businessmen continuously found ways to bend railroads to their benefits or reshape Mormons institutions in order to flourish in their networks, such as the irrigation display at the Chicago World’s Fair. Regardless of the failure of the Bear River Irrigation company, it was proof of Mormon fortitude through cultural and locative righteousness. The company’s resources were reorganized by Mormon businessmen, and Mormons effectively promoted the LDS Church in other venues at World’s Fair. On the other hand, railroad barons’ contracts provided uninterrupted freighting, lucrative receipts of transcontinental tourism, and friendships with Mormon businessmen who intervened on their behalf in Congress. The results of their efforts were the combined naturalizing and mainlining of Mormonism, as tourists were convinced that they could learn from the Mormons to cultivate western lands and define religion in the modern west.
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Kearney, Joseph D., and Thomas W. Merrill. "The Watchdog of the Lakefront." In Lakefront, 83–127. Cornell University Press, 2021. http://dx.doi.org/10.7591/cornell/9781501754654.003.0004.

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This chapter discusses the role of the Michigan Avenue property owners (or the Prairie Avenue owners) in opposing the ambitions of the Illinois Central Railroad on the lakefront. It examines how they became instrumental in blocking plans to locate the World's Columbian Exposition in Lake Park, and helped scuttle any number of settlement possibilities that would have allowed an expansion of the railroad's harbor facilities in the lake. The chapter highlights the Michigan Avenue owners' efforts to preserve the value of their property, and introduces the antagonists they had to contend with as Lake Park began to grow through additional landfilling and proposals proliferated to fill the lakefront with exhibition halls, armories, libraries, and museums. It investigates how the Michigan Avenue owners employed a legal tool called public dedication doctrine against proposed buildings in the park. The chapter refers to the public dedication doctrine as the right of a private landowner to enforce statements on publicly recorded plats and maps that certain lands will be devoted to public uses, such as streets, public squares, or parks. Ultimately, the chapter describes a growing number of precedents endorsing the public dedication doctrine from other jurisdictions — including several prominent decisions of the Supreme Court of the United States.
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Raitz, Karl. "The Inner Bluegrass Region." In Bourbon's Backroads, 97–118. University Press of Kentucky, 2019. http://dx.doi.org/10.5810/kentucky/9780813178424.003.0007.

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By 1830, craft distilling was transitioning into industrial distilling, and works were increasingly focused in the high-quality lands of the Greater Bluegrass region, especially the Inner and Outer Bluegrass. There, distillers could take advantage of springs, perennial streams, fertile soils, and productive farms. These areas also had quality turnpikes and river transport and, eventually, a railroad network. Regional farms supplied grains for distilling, and banks and private investors provided financing. Case studies demonstrate this development in Bourbon, Harrison, Fayette, Franklin, Woodford, and Anderson Counties. Within these areas, large industrial distilleries located along trunk streams, such as the South Fork of the Licking River and the Kentucky River, or their tributary streams. Distillers drew their labor force from county seats, farming neighborhoods, and villages such as Tyrone and Peanickle in Anderson County. Several distillers built large homes in Lawrenceburg,constituting a “Distillers’ Row.”
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Kearney, Joseph D., and Thomas W. Merrill. "The Lake Front Steal." In Lakefront, 8–40. Cornell University Press, 2021. http://dx.doi.org/10.7591/cornell/9781501754654.003.0002.

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This chapter analyses how the emergence of uncertainty about property rights can lead to great political and legal struggle. The chapter begins by narrating the construction of the Illinois Central Railroad along the shore of Lake Michigan in Chicago in the 1850s. It discusses the railroad's landfilling conflict — legal, political, and social — that vexed the lakefront in the ensuing years. The chapter unveils how it was also responsible for much of the configuration of the lakefront today. It investigates the owner of the submerged land and whether that owner had the authority to permit such landfilling. The chapter reveals that the primary motivation of the Illinois Central in 1869 was defensive — to prevent some other group from obtaining a grant of the lakefront for itself and thereby cutting off the railroad's access to it. Ultimately, the chapter reviews the important discussion of riparian property rights and explains some of the puzzling behavior of the City of Chicago and the Illinois Central in the arrangements allowing the railroad to enter along the lakefront in the 1850s. It then shifts on the drama over the lakefront that emerged in the 1860s and produced the “Lake Front Steal.”
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Fehring, Thomas H., and Terry S. Reynolds. "Land Transportation." In Chronicles of Mechanical Engineering in the United States, 311–50. ASME, 2021. http://dx.doi.org/10.1115/1.356056_ch8.

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The engineering involved in transportation provided one of the points from which the modern mechanical engineering profession in the United States emerged. The shops that produced the steam engines for river boats and the locomotives for railroads had, by the 1840s, become a leading training ground for the first generation of professional mechanical engineers. As railroads became the primary means of long-distance transport for goods in the late nineteenth century, they also became a leading employer of mechanical engineers. Not surprisingly, the Rail Transportation Division was one of the original eight divisions created when ASME in 1920 adopted a divisional organization; it remains among that organization’s most active divisions. Unfortunately, despite the rail industry’s importance to American history and to the history of mechanical engineering, few articles dealing with the history of this form of land transportation have appeared in Mechanical Engineering magazine over the past fifty years. None were selected for this volume.
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Lorbiecki, Marybeth. "A Cowboy in Love: 1909– 1912." In A Fierce Green Fire. Oxford University Press, 2016. http://dx.doi.org/10.1093/oso/9780199965038.003.0010.

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Twenty-two-year-old Aldo Leopold arrived in Albuquerque, New Mexico Territory, in July 1909, burning with the “fervor of a sawdust evangelist.” The Forest Service had sent him to his first choice—District 3, encompassing the twenty-one forests of the South and Southwest. His duties were outlined in his manual: preserve a perpetual supply of timber for home industries, prevent destruction of forest cover (which regulates the flow of streams), and protect local industries from unfair competition in the use of forest and range. The district chief was Arthur Ringland, a stocky, energetic Yale graduate only a few years older than Leopold. Ringland sensed the new graduate’s enthusiasm and assigned him to the wildest lands in the district—the Apache National Forest in Arizona Territory. The land had originally belonged to the Apache Nation, but in 1886, the US Army forced most of the members onto a nearby reservation. This left but a few ranchers, farmers, and miners in the region. The forest headquarters rested in Springerville, Arizona, a two-day stagecoach ride from the last railroad stop. No automobiles carved tire treads over these plateaus and canyons. Travel was by foot, horse, or mule. Forest Assistant Leopold, the newest greenhorn among many, wasted no time in purchasing a feisty gray stallion called Jiminy Hicks, a saddle, a rope, and a few good roping lessons. Within the month, he also acquired pistols and a “rubber butt plate” for those long days in the saddle. The rubber plate came in handy since Aldo put in a good deal of time astride Jiminy Hicks. Throughout July and the beginning of August, Leopold inspected trees, marked them for cutting, planted seed plots, fixed fences, and met the other rangers. Working under Supervisor John D. Guthrie, Aldo contributed his two bits on policy decisions about grazing permits, water rights, and timber sales. Guthrie’s long hours and dedicated stance inspired the young ranger. The simplicity of life on the range, where one had to live out of a pack, made Leopold feel tough and free. On his own time, he hunted, mapped out the forest for himself, climbed mountains, and tested trout streams.
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Kearney, Joseph D., and Thomas W. Merrill. "South Lake Shore Drive and Bridging the River." In Lakefront, 218–43. Cornell University Press, 2021. http://dx.doi.org/10.7591/cornell/9781501754654.003.0008.

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This chapter tells the story of Lake Shore Drive on the South Side, including how it became one with its counterpart on the North Side. The chapter argues that the idea of south Lake Shore Drive, in a very general sense, can be traced to the World's Fair. It also discusses Edward O. Brown's boundary-line agreements, and its significance in the construction of south Lake Shore Drive, where they encountered a more formidable adversary: the Illinois Central Railroad. The chapter points out Illinois Central's environmental concerns, arguing that there was no guarantee the Illinois Central would electrify its lines. It might instead intensify the level of its operations on the South Side or provide trackage to other railroads, producing more smoke and soot for adjacent property owners. The chapter then shifts to discuss the impacts of the Depression and World War II on the Illinois Central's plans to capitalize on the air rights — the authority as a matter of property law to control space above the surface of land.
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Smith, David C. "Coastal Shipping Trade On the Eve of the Railroad." In Studies in the Land, 205–28. Routledge, 2018. http://dx.doi.org/10.4324/9781315811246-12.

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Conference papers on the topic "Railroad lands"

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Brooks, Thomas. "Railroad Building in the Great Land." In World Water and Environmental Resources Congress 2005. Reston, VA: American Society of Civil Engineers, 2005. http://dx.doi.org/10.1061/40792(173)291.

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Oba, T., S. Matsuda, A. Mochizuki, D. Nakagawa, and R. Matsunaka. "Effect of urban railroads on the land use structure of local cities." In URBAN TRANSPORT 2008. Southampton, UK: WIT Press, 2008. http://dx.doi.org/10.2495/ut080431.

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Niringiyimana, Egide, and Celestin Nkundineza. "Effect of Train Energy Consumption on the Wear of Railroad Catenary Contact Conductor." In ASME 2021 15th International Conference on Energy Sustainability collocated with the ASME 2021 Heat Transfer Summer Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/es2021-62881.

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Abstract With current rise of climate change worldwide, transport industry contributes up to 21% of the world’s total Green House Gases (GHG). In addition to that developing cities are facing great changes in urbanization, population growth and environmental concerns. In these instances, railway transportation is a top contender on land transport mode to achieve sustainable mobility in fast growing cities. For railway operation, apart from wheel-rail contact, the catenary system has a very high initial investment cost as well as associated maintenance cost. It is important to monitor the damage evolution of the catenary components for developing better maintenance strategies. This study utilizes a co-simulation between the railway catenary system dynamics and electrical power flow. With reference to Addis Ababa Light Rail Transit Service (AALRTS), the power and current drawn by the running train were calculated. Then the heat losses in the conductor wire were obtained with respect to train location on the line. This procedure was followed by thermal analysis that allowed us to obtain temperature rise in the conductor. The temperature results were used as some of the inputs in the dynamic explicit finite element model of the coupled catenary and sliding pantograph. From the finite element analysis, different quantities such as contact forces and pressures, temperature rise because of friction between sliding parts, and deflections of conductor were obtained. Furthermore, the fluctuations of train loads were taken into consideration in the calculation of power consumption and hence in temperature rise. Increase in loads resulted in increase of current drawn which increases the temperature of the mating parts, which in-turn affected frictional stresses and forces. The latter were the input parameters in Archard wear model for calculating wear volume from the catenary contact conductor. It was observed that at different scenarios of train passenger loadings, the train experiences an increase in energy consumption, which results in slight increase of contact conductor wear by material removal.
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Huynh, Co, Patrick McMullen, Alexei Filatov, Shamim Imani, Hamid A. Toliyat, and Salman Talebi. "Flywheel Energy Storage System for Naval Applications." In ASME Turbo Expo 2006: Power for Land, Sea, and Air. ASMEDC, 2006. http://dx.doi.org/10.1115/gt2006-90270.

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A recent trend in designing naval ships is to improve performance through using more electric equipment. The reliability and quality of the onboard electric power, therefore, becomes critical as the ship functionality would entirely depend on its availability. This paper investigates the possibility of using Flywheel Energy Storage Systems (FESS), similar to those earlier developed for commercial applications, to address issues related to onboard power supplies. A design of a FESS for onboard power backup and railroad electrical stations is presented. The FESSs power output parameters are 500kWx30sec in high-duty mode and up to 2MW in pulse mode. High power output is one of the main advantages of FESS over commercially available electrochemical batteries. The other advantages include essentially an unlimited number of charge/discharge cycles, observable state of charge and environmental friendliness. Designs of the main FESS components are discussed: low-loss magnetic bearings, an energy-storage hub, a high-efficiency motor/generator and power electronics.
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Kokavessis, Nikos K., and George S. Anagnostidis. "Finite Element Modeling of Buried Pipelines Subjected to Seismic Loads: Soil Structure Interaction Using Contact Elements." In ASME 2006 Pressure Vessels and Piping/ICPVT-11 Conference. ASMEDC, 2006. http://dx.doi.org/10.1115/pvp2006-icpvt-11-93228.

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Buried pipelines pass under lands exposed to traffic, railroads and highways, and cross through seismically active lands. The pipelines are exposed to the combined loads of soil weight, traffic load and seismic loads, and internal pressure. Several design practices exist for the combination of stresses due to soil, seismic and traffic loads, such as ASME design guide, VDTUV 1063, and DIN 2413. However, the soil structure interaction is not considered especially in the case of seismic loads. When the pipeline loses its support due to soil liquefaction then the problem can only be solved using the finite element method. Customarily, spring elements have been used to model the pipeline-soil interaction under the combined action of action of seismic, soil and pressure loads. This meshing technique, however, is tedious and time consuming. Furthermore it requires the analyst to kill spring elements that are not active. Verification of the model is thus difficult and prone to errors. In this work frictional elements are used to model the pipeline-soil interaction. This meshing technique is automatic and it does not require keeping track of the contact surfaces. The soil surface is the contact surface and the pipeline outside diameter is the target. The pipeline can be modelled as either a contact surface or a contact line depending on the dimensionality of the model.
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Dues, Joseph Francis. "Applying Statics to Community Examples." In ASME 2006 International Mechanical Engineering Congress and Exposition. ASMEDC, 2006. http://dx.doi.org/10.1115/imece2006-14593.

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Most statics courses begin with a considerable amount of abstract discussion of forces and vectors. Since the mechanical engineering technology department's goal is to focus on practical, concrete instruction methods, the faculty has been working to expose students to more exercises that involve the practical application of statics to daily life. For the statics curriculum, a laboratory was developed that investigates the use of trusses in the surrounding community. Each truss is examined to determine its primary purpose, its type and any unique design features. Small groups discuss each example qualitatively (quantitative analysis of the forces in the truss is not performed) and then the whole class meets to compare the results. The trusses include the following: • Sherman Minton Bridge - Double arch truss. • K&I Railroad Bridge - Parker and Warren through trusses with a swing section and a cantilevered road deck parallel with the tracks. • Pedestrian Bridge - Pratt truss. • Pennsylvania Railroad Bridge - Combination of Parker through trusses over shipping lanes with Warren deck trusses. • Clark Memorial Bridge - Cantilever truss. Since each truss serves a similar transportation purpose, each truss is compared to the others to determine why its particular design was chosen. This paper describes each example and the effects the exercise had on student learning. This includes discussion of: increased interest by relating statics to daily experiences, experience with reverse engineering, practice identifying members in tension and compression, comparison of a standard truss with a cantilever truss bridge and recognition of changing design practices as technology changes over the years. Lastly is a description of the assessment, evaluation and planned improvements to the truss laboratory.
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Besjak, Charles, Bonghwan Kim, Alexandra Thewis, and Jing Zhuang. "35 Hudson Yards: Adapting to Urban Infrastructure with High Strength Concrete." In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.0095.

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<p>The urban context provides unique challenges and opportunities for engineering. In New York, large blocks of land previously dedicated to railyard functions are being reclaimed as new urban centers. 35 Hudson Yards is a 72-story mixed-use building located entirely over railroad tracks in midtown Manhattan. To construct the highest residential tower at Hudson Yards, innovative solutions using high strength concrete are required to manage load path and structural integrity challenges. The 308 meter (1,010 feet) high reinforced concrete structure coordinates core wall and column placement with the constraints imposed by the existing infrastructure below. “Tuning” of the concrete system adapt the tower structure to the capacities of the foundations and platform structure designed before the superstructure. Lower levels of the supertall also act as bridging elements, spanning across tracks to channel tower loads to limited lines of support. Despite its impressive height and the structural challenges of the site, 35 Hudson Yards is a robust, stiff structure, designed to resist strong winds from the Hudson River and constructed with an aggressive schedule, utilizing two day cycles for the residential levels. It is a quintessential New York achievement—a bold statement of architecture and engineering, overcoming constraints and maintaining non-stop operation of critical infrastructure.</p>
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Oikawa, Tomoe, Takahiro Koga, Takeo Kondo, Kazukiyo Yamamoto, Wataru Miyazaki, and Atsushi Idoji. "The State of Transfer Systems: An Analytical Study With Respect to Human Information Recognition—An Approach From a Smooth Transfer System in Marine Transportation." In ASME 2010 29th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2010. http://dx.doi.org/10.1115/omae2010-20668.

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The purpose of this research is to examine in detail provision of signs for ensuring smooth movement, conducted by transportation companies at traffic nodes, and to identify future issues to be solved for maintenance of marine-based traffic nodes. To this end, as the study site, we selected the City of Hiroshima in Japan, where a wide variety of traffic nodes, such as railroads, streetcars, buses, and ferries, are available. In particular, as main facilities to be studied, we focused on Ujina Terminal, which is a marine traffic node, and Hiroshima Station, which is an onshore traffic node. We examined the current status of and problems with facility plans and sign plans at traffic nodes through field exploration of the City of Hiroshima and questionnaires with tourists. As a result, it was found that in order to formulate a sign plan that can ensure security, cooperation with not only land traffic nodes but also marine traffic nodes will be an important issue in future when providing signs at marine traffic nodes for ensuring smooth movement.
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