Journal articles: '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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Paone, Sonia. "The New Control of Territory and Urban Planning: the Eminent Domain in the US." International Journal of Social Science Studies 6, no. 4 (March 12, 2018): 38. http://dx.doi.org/10.11114/ijsss.v6i4.2942.

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The article analyses the transformations of the use of eminent domain in the United States in the context of urban redevelopment programs. In the past the private property has been expropriated for public use only. Recently it is possible to forcibly transfer property, from a private subject to private developers, on the basis of a cost-benefit analysis that demonstrates that the new use is more efficient than the previous one. This profound change has been possible thanks to a progressive modification of the concept of public use. Traditionally, public use coincided with the construction of infrastructures and public utility, such as highways and railroads. Over the time, it has come to include other aims: firstly, projects of urban renewal and economic development carried forth by private developers. Essentially, it has resulted in the use of expropriation to assemble lands which are then granted to subjects who intervene in the reconfiguration of the city for private purposes. Starting from some important examples of urban development, the main phases of this process are reconstructed, also taking into account the most important decisions of the US Supreme Court that contributed to the change of doctrine, invalidating the postulate of public use as justification for expropriation.

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Kim, Young-Jae, and Chanam Lee. "Built and Natural Environmental Correlates of Parental Safety Concerns for Children’s Active Travel to School." International Journal of Environmental Research and Public Health 17, no. 2 (January 14, 2020): 517. http://dx.doi.org/10.3390/ijerph17020517.

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This cross-sectional study examines built and natural environmental correlates of parental safety concerns for children’s active travel to school (ATS), controlling for socio-demographic, attitudinal, and social factors. Questionnaire surveys (n = 3291) completed by parents who had 1st–6th grade children were collected in 2011 from 20 elementary schools in Austin, Texas. Objectively-measured built and natural environmental data were derived from two software programs: Geographic Information Systems (GIS) and Environment for Visualizing Images (ENVI). Ordinal least square regressions were used for statistical analyses in this study. Results from the fully adjusted final model showed that bike lanes, the presence of highway and railroads, the presence of sex offenders, and steep slopes along the home-to-school route were associated with increased parental safety concerns, while greater intersection density and greater tree canopy coverage along the route were associated with decreased parental safety concerns. Natural elements and walking-friendly elements of the built environment appear important in reducing parental safety concerns, which is a necessary step toward promoting children’s ATS.

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Issawi, Charles. "Technology, Energy, and Civilization: Some Historical Observations." International Journal of Middle East Studies 23, no. 3 (August 1991): 281–89. http://dx.doi.org/10.1017/s0020743800056300.

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The degree of development (or, if you prefer, material civilization) of any society is set by the size of its surplus (the total amount it produces minus the amount needed for the bare subsistence of the population) and the uses to which the surplus is put. In Emerson's wise words, “The question of history is what each generation has done with its surplus produce. One bought crusades, one churches, one villas, one horses and one railroads.” The size of the surplus is, in turn, determined by four factors: the amount of energy available to the society, the society's technology, the mix of its economy, and the size of its population. Until comparatively recently, energy was, with the important exception of sailing ships, provided exclusively by human or animal power.1 Two important steps forward were the invention of the watermill and that of the windmill; their development will be discussed later. Nevertheless, it has been estimated that until the Industrial Revolution, some 80–85 percent of total energy was provided by plants, animals, and people.2 This means that the basic factors determining the amount of energy available to a society were the amount of land (arable, pasture, and woodland) it had at its disposal and the land's productivity. Land “was not simply the principal source of food for the population [the other being the seas and rivers] but also virtually the sole source of the raw materials used in industrial production”—fibers, hides, hair, wood, and so forth; almost all industrial workers were engaged in processing agricultural materials.

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Mundahl, Neal D., Anthony G. Bilyeu, and Lisa Maas. "Bald Eagle Nesting Habitats in the Upper Mississippi River National Wildlife and Fish Refuge." Journal of Fish and Wildlife Management 4, no. 2 (September 1, 2013): 362–76. http://dx.doi.org/10.3996/012012-jfwm-009.1.

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Abstract This study examined habitat variables associated with 53 active bald eagle Haliaeetus leucocephalus nest sites in the Winona District of the Upper Mississippi River National Wildlife and Fish Refuge, Minnesota and Wisconsin. The Refuge is the most heavily visited refuge in the United States, where breeding eagle populations have been increasing dramatically. During February–April 2009, nest trees were identified and measured, nest heights were determined, distances to nearest water bodies were assessed, and forest inventories were conducted for the standing timber surrounding the nest trees. Nest densities and spacing were assessed within each navigation pool, and land cover types were examined within 100- and 1,000-m radii around known eagle nest sites and random points within the Refuge. Ninety-three percent of nest sites had supercanopy eastern cottonwoods Populus deltoides and silver maples Acer saccharinum as the nest trees. Potential human disturbances from highways, railroads, and commercial barge and recreational boat traffic were present within 400 m of 90% of known nest sites. Eagle nest sites were located an average of 1.52 km from the next nearest nest, with nest densities ranging from 0.32 to 9.72 nests/100 km2 among the four navigation pools of the Winona District. Land cover types around known nest sites and random points differed significantly at both 100- and 1,000 m scales, with wet forest and open water significantly more abundant and agricultural and developed lands significantly less abundant than around randomly selected points. Successful nests that fledged at least one young were spaced significantly further away from other active nests and were located in areas with lower tree density than were unsuccessful nests. Floodplain-nesting bald eagles tended to select the tallest, dominant trees for nest sites, placing nests near the height of the surrounding canopy. Human presence within the Refuge does not appear to be limiting the expansion of nesting bald eagles in this riverine habitat.

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ALLEN, THOMAS. "Clockwork Nation: Modern Time, Moral Perfectionism and American Identity in Catharine Beecher and Henry Thoreau." Journal of American Studies 39, no. 1 (April 2005): 65–86. http://dx.doi.org/10.1017/s0021875805009254.

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The economy of time, and our obligation to spend every hour for some useful end, are what few minds properly realize. Catharine Beecher, A Treatise on Domestic Economy (1841)There were times when I could not afford to sacrifice the bloom of the present moment to any work, whether of the head or hands. Henry David Thoreau, Walden; Or, Life in the Woods (1854)In his seminal 1967 essay “Time, Work-Discipline, and Industrial Capitalism,” E. P. Thompson codified the theory that modern life, characterized by capitalism and industry, would not be possible without the regulating, organizing, and disciplining power of the clock. The theory of clock time's importance to modernity, first proposed by Georg Simmel around the turn of the twentieth century and later adopted by Lewis Mumford, became conventional wisdom among social and economic historians writing after Thompson's brilliant exposition. The introduction of mechanical clocks into factories in England, Thompson argues, resulted in a “restructuring of working habits” and a concomitant change in the “inward notation of time” that led individuals to accept the industrial revolution's basic premises of quantifiable wage labor and systematic production. According to Thompson's successors, historians such as David Landes, the relationship between clocks and other forms of modernization has been recursive; advances in technology have made it possible to measure time more accurately, and this greater accuracy has in turn facilitated greater productivity, more efficient transportation networks (think of railroad timetables), and the punctuality so important to modern business. Moreover, political theorists have argued that the ubiquitous experience of precisely measured time has been fundamental to linking individuals into self-consciously modern national groups, “imagined communities” in Benedict Anderson's terms, moving forward together through a shared historical simultaneity. The result of temporal modernization, this very diverse group of thinkers agrees, has been a world made over both economically and politically to suit the clockwork rationality of the capitalist market.

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Blumm, Michael C., and Tim Wigington. "The Oregon and California Railroad Grant Lands’ Sordid Past, Contentious Present, and Uncertain Future: A Century of Conflict." SSRN Electronic Journal, 2012. http://dx.doi.org/10.2139/ssrn.2039155.

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Vermeulen, Rikjan, and Hans Turin. "Heathland restoration in the Netherlands." ARPHA Conference Abstracts 2 (August 7, 2019). http://dx.doi.org/10.3897/aca.2.e38866.

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Lowland heathlands dominated by Calluna vulgaris are a characteristic ecosystem of the sandy soils of Northwestern Europe. Many of these heathlands have been converted to agricultural lands in the 20th century, but because increasing recognition of their nature conservation value has led to an increase in restoration efforts. Since about 2005, several experiments were carried out in a number of former agricultural areas in the Netherlands with the aim of accelerating the succession in vegetation and surface-dwelling fauna towards heathland. We discuss two projects in which the monitoring of the beetle fauna using pitfall traps was carried out. In the new reserve “Reijerscamp”, situated in the Central Netherlands, a 10-year monitoring project was carried out in an abandoned sandy field area of ca 200 ha from 2006-2015. The area consisted of a former grain field and a grass seed nursery, with small wooded areas here and there and the aim is to enlarge the area of dry heathland. In 2006, at four 5-10 ha locations, a few hundred meters apart, the nutrient-rich topsoil layer was removed, and the Pleistocene sand exposed. On a part of each of these sites, heather cuttings were deposited to accelerate the formation of dry heathland. The study consisted of five sampling years spread over the entire study period. In each sampling year, 15-25 series of 5 pitfalls were used to sample the reserve during the period April – October, on the untreated, former agricultural parts and on the four parts with removed top soil, both on the bare sand and on the parts with heather deposition. The results for ground beetles, did not support the hypothesis in all respects. From the results, it became clear that creating environmental heterogeneity, generally contributes to the ground beetle diversity in the reserve. However, the period of ten years was too short to show a clear indication that the faunal succession is moving towards a heathland fauna. The first years showed an interesting fauna with a lot of stenotopic, rare and unexpected species and the local diversity was very high. Halfway through the investigation period, the number of species as well as the numbers of individuals declined. After ten years, in general the character of the fauna was significantly more eurytopic and many of the rare species occurring in the first years vanished. On the four sites with removed topsoil, the carabid fauna differed significantly from the former agricultural land, but there was only a minor difference in the fauna of the parts with only bare sand and those with deposit of heath cuttings, although a clear heathland vegetation was visible in the parts with deposits. Because the area is surrounded by agricultural land and a large forested area, there is hardly direct connection to heathland that can serve as a source for immigration of characteristic heathland species with low dispersal power.. The succession to a typical heathland fauna in this reserve will therefore probably take probably several decades. Immediately adjacent to the National park “Dwingelderveld” (in the north of the Netherlands) the “Noorderveld”, consisting of 200 ha of arable field was acquired for nature restoration. Also here, the aim was to convert this area into heathland by removing the nutrient-rich topsoil layer in 2012-2013, to a depth of more than 60 cm, thus creating a seedless sterile substrate, poor in nutrients. After the topsoil removal, a full factorial experiment of pH manipulation and biotic additions at wet and dry sites was set up to accelerate the process of heathland restoration. Each of 27 plots (9 x 9 meters), received either a liming treatment, acidification or neither, in combination with either heathland sods, heath cuttings, or neither, totaling 9 treatment combinations. From 2013 till 2018 the carabid fauna was monitored frequently by pitfall catches in the plot’s centers. In the first years the highest diversity was observed in the plots with lime and sod cuttings and also the most characteristic heathland ground beetle species were found at these plots. Later on, these differences became less significant, which may be due to the relatively small size of the plots, which hardly can be regarded independent of each other. Conclusion is still that adding lime and sods is the best way for heathland restoration, but the differences with the control treatment were small. The striking result of the present comparison is that the Noorderveld was rather quickly inhabited by characteristic heathland species. This may be due to the fact that latter is directly connected to the vast heathland complex of the national park Dwingelderveld, in contrast to the Reijerscamp, which is isolated from the closest heathlands by a railroad, a highway, large forests and a highly agricultural landscape. connectivity therefore seems to be a crucial condition for characteristic species to colonize new territory, especially for species with low dispersal powers.

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Gorman, Michael F., and Daniel G. Conway. "Logistics Costs Based Estimation of Freight Transportation Demand." Journal of the Transportation Research Forum, October 13, 2010. http://dx.doi.org/10.5399/osu/jtrf.44.1.796.

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Many supply chain and fi nished goods distribution networks involve intercity freight transportation. Shipping customers secure transportation services by matching their requirements to available service in an effort to minimize their total logistics costs subject to service level constraints. Frequently, shippers' modal decisions are constrained by short-term capacity constraints restricting one of the available options, or gaps in shipper knowledge or carrier marketing programs. As a result, the observed traffic flows may not reflect the potential demand for the mode. Because the potential demand for a mode is not directly measurable, when planning road and rail capacity, governments and railroads cannot make accurate capacity planning decisions based on current traffic flows. The model developed here identifi es the potential demand for intercity full truckload and intermodal shipments over the most heavily utilized 75,000 shipment lanes in the western United States by estimating minimum total logistics costs by mode. These flows are compared with actual U.S. freight flows in order to determine the differences between observed flows and the model estimated potential demand. The results indicate potential demand for intermodal transportation is high; considerable freight volumes could be delivered with lower logistics cost by switching from truck to intermodal transportation. This evidence suggests that observed traffic flows and trends may not be a sound basis for planning freight transportation infrastructure in the United States.

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Chu, Gregory H. "Foreign Investment Dilemma: Real Estate on Jeju Island, Korea Gregory Chu 01/31/19 Volume 61 Photo Essay Moving Cuba Jenny Pettit, Charles O. Collins 12/14/18 Feature Article Igarka Vanishes: The Story of a Rapidly Shrinking Russian Arctic City Kelsey Nyland, Valery Grebenets, Nikolay Shiklomanov, Dmitry Streletskiy 10/26/18 Geo Quiz Quiz Nine: Energy Wesley Reisser 09/03/18 Feature Article Agricultural Social Networks as the future of Karst Science Communication in Phong Nha-Kẻ Bàng National Park, Vietnam Elizabeth Willenbrink, Leslie North, Vu Thi Minh Nguyet 08/06/18 Photo Essay Guyana's Linden to Lethem Road: A Metaphor for Conservation and Development Karen Barton 07/05/18 Photo Essay Schools in South Korea: Where have All the Children Gone? Michael Robinson 06/03/18 Geo Quiz Quiz Eight: The Geography of Food Origins Antoinette WinklerPrins 05/10/18 Feature Article America's Public Lands: What, Where, Why, and What Next? David J. Rutherford 04/22/18 Feature Article Cuba's Precarious Population Pyramid Charles O. Collins 03/19/18 Feature Article Reimagining Zimbabwe’s Cape-to-Cairo Railroad Thomas Wikle 02/21/18 Geo Quiz Quiz Seven: The Built Environment Deborah Popper 02/05/18 Photo Essay Constructing Nationalism Through the Cityscape: The Skopje 2014 Project Wesley Reisser 01/24/18 Feature Article Agave Cultivation, Terracing, and Conservation in Mexico Matthew LaFevor, Jordan Cissell, James Misfeldt 01/17/18 Volume 60 Geo Quiz Quiz Six: Symbols Wesley Reisser 12/22/17 Photo Essay Organic Agriculture, Scale, and the Production of a Region in Northeast, India David Meek 12/08/17 Feature Article The Joola: The Geographical Dimensions of Africa's Greatest Shipwreck Karen Barton 11/02/17 Geo Quiz Quiz Five: Transportation Wesley Reisser 09/30/17 Feature Article Shrinking Space and Expanding Population: Socioeconomic Impacts of Majuli’s Changing Geography Avijit Sahay, Nikhil Roy 09/07/17 Photo Essay A Stroll through Seville W. George Lovell 08/14/17 Geo Quiz Quiz Four: Water Wesley Reisser 06/22/17 Photo Essay Wildlife Conservation in Kenya and Tanzania and Effects on Maasai Communities Daniel Sambu 05/24/17 Feature Article Floods Collide with Sprawl in Louisiana's Amite River Basin Craig Colten 04/24/17 Geo Quiz Quiz Three: The Arctic Wesley Reisser 03/08/17 Feature Article Exploring Arctic Diversity by Hitting the Road: Where Finland, Norway, and Russia Meet Julia Gerlach, Nadir Kinossian 02/06/17 Photo Essay Urban Agriculture in Helsinki, Finland Sophia E. Hagolani-Albov 01/03/17 Volume 59 Feature Article Living and Spirtual Worlds of Mali's Dogon People Thomas Wikle 10/27/16 Photo Essay Postcards from Oaxaca's Past and Present Scott Brady 10/27/16 Geo Quiz Quiz Two: Sustainability and Conservation Wesley Reisser 10/27/16 Feature Article From Ranching to Fishing – the Cultural Landscape of the Northern Pacific Coast of Baja California, Mexico Antoinette WinklerPrins, Pablo Alvarez, Gerardo Bocco, Ileana Espejel 07/06/16 Photo Essay Many Destinations, One Place Called Home: Migration and Livelihood for Rural Bolivians Marie Price 07/06/16 Geo Quiz Quiz One: Explorers Wesley Reisser 07/06/16 Foreign Investment Dilemma: Real Estate on Jeju Island, Korea." FOCUS on Geography 62 (2019). http://dx.doi.org/10.21690/foge/2019.62.1f.

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Journal articles on the topic 'Railroad lands'

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