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Journal articles on the topic 'Union Pacific Railroad'

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Published: 4 June 2021

Last updated: 2 March 2023

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1

Larson, Paul D., and H. Barry Spraggins. "Union Pacific/Southern Pacific merger: impact on shippers." Journal of Transportation Management 10, no. 1 (1998): 45–52. http://dx.doi.org/10.22237/jotm/891389160.

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In the Summer of ‘96, Union Pacific Railroad merged with Southern Pacific to create the largest American railroad. Controversy continues to surround the merger. This paper reports results of a recent merger-impact survey. Survey respondents were rail and intermodal shippers. Among the interesting research findings are the following: (1) while shippers report a negative impact due to less rail competition, trackage rights granted to Burlington Northern/Santa Fe have failed to dampen this impact; (2) railroad service has deteriorated, but freight rates have remained stable; and (3) service problems are more severe for rail, as opposed to TOFC/COFC, shippers.

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2

Gupta, Uma G., Randy W. Butler, and Thomas D. Milner. "Leading without bleeding: an information technology case study at union pacific railroad." Journal of Transportation Management 11, no. 2 (1999): 44–54. http://dx.doi.org/10.22237/jotm/936144300.

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In the railroad industry, the ability to assess damages to rail units in an accurate and timely manner is critical to the success and profits of a company. Accurate damage assessment of rail units also plays a key role in dispute resolution and negotiation with key vendors and suppliers (my.uprr.com/pub/dam-prev). This paper describes and presents information about Union Pacific Railroads (UPRR) and Science Applications International Corporations (SAIC) highly successful efforts in fully automating the data collection, inspection, assessment and reporting of damage claims to rail equipment. UPRR and SAIC used an innovative and highly creative approach to develop and implement the Automated Gate System (AGS) by integrating a portfolio of leading edge high resolution imaging and optical character recognition technologies. AGS is a unique and revolutionary system in the transportation industry and has yielded significant strategic and long-term benefits to the company. The reengineering efforts that preceded the development of the system have helped the company to sustain its position as a leader in the railroad industry.

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3

Stover, John F., and Maury Klein. "Union Pacific: Birth of a Railroad, 1862-1893." American Historical Review 94, no. 2 (1989): 526. http://dx.doi.org/10.2307/1866983.

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4

Salsbury, Stephen, and Maury Klein. "Union Pacific: Birth of a Railroad, 1862-1893." Journal of American History 75, no. 3 (1988): 966. http://dx.doi.org/10.2307/1901646.

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5

Meyer, Jennifer L., and Paul A. Savory. "Selecting Employees for Random Drug Tests at Union Pacific Railroad." Interfaces 27, no. 5 (1997): 58–67. http://dx.doi.org/10.1287/inte.27.5.58.

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6

Wipf, Terry J., Michael A. Ritter, and Douglas L. Wood. "Evaluation and Field Load Testing of Timber Railroad Bridge." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (2000): 323–33. http://dx.doi.org/10.3141/1696-34.

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Several spans of a 60-year-old open-deck timber railroad bridge on the Southern Pacific Railroad Line (now the Union Pacific) in Southwest Texas were field tested. The tests were conducted with the sponsorship and cooperation of the Association of American Railroads to determine the vertical live load distribution characteristics of the superstructure. The bridge was originally constructed with Douglas-fir larch solid sawn stringers but was rehabilitated on several occasions to allow comparisons to be made with respect to different rehabilitation options, including the use of a helper stringer and the use of glued laminated timber (glulam) stringers. The test spans measured approximately 4.1 m (13.5 ft) center-to-center of supports and included two closely “packed” chords, each consisting of four timber stringers (one test span included an additional helper stringer added to one chord). One chord was made up of glulam timber and the other was made up of solid sawn timber. The bridge superstructure was generally in satisfactory condition, with some stringer horizontal splitting noted over the bents. The bents were in reasonably good condition, but chord bearing was uneven on bent caps. Static and dynamic deflection load test data were obtained using a special test train. The test results indicate that the glulam chord performed better than the older sawn stringer chord, even when a helper stringer was added. Individual stringers within a chord did not always share the load equally.

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7

Heier, Jan Richard. "Building the Union Pacific Railroad: a study of mid-nineteenth-century railroad construction accounting and reporting practices." Accounting, Business & Financial History 19, no. 3 (2009): 327–51. http://dx.doi.org/10.1080/09585200903246775.

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8

Huneke, Bonnie K., W. Ron Gaiser, and Mark Rowe. "Union Pacific Railroad Medical Quality Assurance Process: Innovations in Work Injury Management." Journal of Applied Rehabilitation Counseling 26, no. 4 (1995): 42–45. http://dx.doi.org/10.1891/0047-2220.26.4.42.

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This paper discusses the history and evolution of the Union Pacific Railroad's (UPRR) dynamic medical management process, termed Medical Quality Assurance (MQA). The authors describe the MQA Process and give results showing reductions in doctor shopping, reduction in lost work days, and improved medical cost containment. Enhancements to the program are outlined, including the possibility offorming a contracted medical network based on provider outcome data rather than the traditional monetary negotiations. The process proves that starting with disability management, and evolving to injury management is an effective strategy for improving quality of care for injured workers, while providing medical cost containment.

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9

Churella, A. "Union Pacific: The Reconfiguration; America's Greatest Railroad from 1969 to the Present." Journal of American History 98, no. 4 (2012): 1214–15. http://dx.doi.org/10.1093/jahist/jar594.

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10

Narisetty, Amar Kumar, Jean-Philippe P. Richard, David Ramcharan, Deby Murphy, Gayle Minks, and Jim Fuller. "An Optimization Model for Empty Freight Car Assignment at Union Pacific Railroad." Interfaces 38, no. 2 (2008): 89–102. http://dx.doi.org/10.1287/inte.1070.0330.

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11

Pugh, Chad. "Contraception Coverage: Employers May Exclude Contraception Coverage from their Health Insurance Plans – Standridge v. Union Pacific Railroad Company." American Journal of Law & Medicine 33, no. 2-3 (2007): 530–33. http://dx.doi.org/10.1017/s0098858800002136.

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12

McGowan, Greg, Michael Algots, and Josh Gravenmier. "Inland Geographic Response Plan (GRP) for Complex, Variable, Limited Access River Settings." International Oil Spill Conference Proceedings 2017, no. 1 (2017): 1784–94. http://dx.doi.org/10.7901/2169-3358-2017.1.1784.

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ABSTRACT 2017-427 Geographic Response Plans (GRPs) are a key tool in response preparedness, but are limited in inland settings, especially in remote areas. Development of a GRP for 200 miles of the Feather River in California required consideration of highly variable seasonal flow conditions, extremely limited access, and numerous sensitive ecological and cultural resources. This setting required adjustments to the typical prioritization of GRP response strategies based on the sensitivity of potentially exposed resources at risk, and instead increased focus on access and infrastructure locations in relation to natural and man-made collection areas. With a highway on one side of the steep-walled canyon, and a state-designated “high-hazard area” for the railroad line on the other, the GRP also needed to consider a wide variety of potentially released material types and source points. The scoping and GRP development was led by a steering committee including the Union Pacific Railroad and BNSF Railway, the U.S. EPA (Region 9), CA Department of Fish and Wildlife Office of Oil Spill Prevention and Response (OSPR), ARCADIS, and numerous regional and local organizations as well as response contractors. The resulting GRP is a pragmatic document that provides critical response information to optimize the efficiency and effectiveness of the first 24 – 48 hours of incident response in this challenging environment. This paper discusses the challenges faced and the resultant strategic measures addressing limited access, fast-water booming, resource mapping, and other critical planning parameters to develop a pragmatic and effective GRP.

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13

Breithaupt, Brent. "Biography of William Harlow Reed: The Story of a Frontier Fossil Collector." Earth Sciences History 9, no. 1 (1990): 6–13. http://dx.doi.org/10.17704/eshi.9.1.59584t2t2gl6r04t.

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William Harlow Reed was born in Hartford, Connecticut in 1848. His adventurous spirit led him to the Rocky Mountain West to take positions guiding, hunting game, and fighting Indians. In 1877, while working as a foreman for the Union Pacific Railroad at Como, Wyoming, he accidentally discovered large bones on the nearby ridge. These specimens, reported to O.C. Marsh at Yale University, heralded him into a career in vertebrate paleontology that he would pursue for the next 38 years. Although frustrated by certain aspects of field work and lack of recognition as a field paleontologist, he was a diligent and loyal collector for Marsh. He gave this same dedication in later years to W. C. Knight at the University of Wyoming and W. J. Holland at the Carnegie Museum. Although not formally educated in the sciences, Reed's desire to learn, interest in natural phenomena, and association with the notable paleontologists of his time, allowed him to gain a background in geology and paleontology. After more than 25 years of significant discoveries of dinosaurs, ichthyosaurs, plesiosaurs, pterosaurs, mammals, and cycads in Wyoming, Reed was given the position as curator of the museum and instructor in geology at the University of Wyoming in 1904. He held this position until his death in 1915.

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14

Mercer, Lloyd J. "Union Pacific: Birth of a Railroad, 1862–1893. By Maury Klein. Garden City, New York: Doubleday & Company, Inc., 1987. Pp. xv, 685. $27.50." Journal of Economic History 48, no. 3 (1988): 780–81. http://dx.doi.org/10.1017/s0022050700006355.

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15

Deilamsalehy, Hanieh, Timothy C. Havens, Pasi Lautala, Ezequiel Medici, and James Davis. "An automatic method for detecting sliding railway wheels and hot bearings using thermal imagery." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 6 (2016): 690–700. http://dx.doi.org/10.1177/0954409716638703.

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One of the most important safety-related tasks in the rail industry is an early detection of defective rolling stock components. Railway wheels and wheel bearings are the two components prone to damages due to their interactions with brakes and railway track, which makes them a high priority when the rail industry investigates improvements in the current detection processes. One of the specific wheel defects is a flat wheel, which is often caused by a sliding wheel during a heavy braking application. The main contribution of this paper is the development of a computer vision method for automatically detecting the sliding wheels from images taken by wayside thermal cameras. As a byproduct, the process will also include a method for detecting hot bearings from the same images. We first discuss our automatic detection and segmentation method, which identifies the wheel and bearing portion of the image. Then, we develop a method, using histogram of oriented gradients to extract the features of these regions. These feature descriptors are later employed by support vector machine to build a fast classifier with a good detection rate, which can detect abnormalities in the wheel. At the end, we train our algorithm using simulated images of sliding wheels and test it on several thermal images collected in a revenue service by the Union Pacific Railroad in North America.

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16

Bryant, Keith L. "Union Pacific: Birth of a Railroad, 1862–1893. By Maury Klein. Garden City, N.Y.: Doubleday, 1987. xiii + 685 pp. Maps, illustrations, notes on sources, bibliography, and index. $27.50." Business History Review 62, no. 3 (1988): 530–31. http://dx.doi.org/10.2307/3115553.

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17

Leutzinger, Joseph A., Ronald J. Ozminkowski, Rodney L. Dunn, et al. "Projecting Future Medical Care Costs Using Four Scenarios of Lifestyle Risk Rates." American Journal of Health Promotion 15, no. 1 (2000): 35–44. http://dx.doi.org/10.4278/0890-1171-15.1.35.

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Purpose. This study predicts medical care expenditures over 10 years for Union Pacific Railroad (UPRR) under alternative health risk factor scenarios for the UPRR workforce. Design. This paper describes the development of an economic forecasting model to predict medical care expenditures assuming four different scenarios of population risk. The variables used to predict medical care expenditures are employee demographics and health risk profiles. Setting. UPRR is a transportation company with more than 56,000 employees in 25 states west and south of the Mississippi River. Subjects. Employees of UPRR. Measures. Intermediate outcomes included health risk measures related to exercise patterns, body weight, eating habits, smoking, alcohol consumption, total cholesterol, blood glucose, blood pressure, stress, and depression. Major outcome measures included projected total annual payments by UPRR for medical care services for the decade following 1998. Results. The UPRR work force is projected to grow by 500 employees per year over the 10-year study period. The average age is expected to increase from 44 to 48 years. Without further health promotion intervention, 7 of the 11 risk factors assessed would likely worsen among UPRR's workforce. Medical care cost increases are projected to range from $22.2 million to $99.6 million in constant 1998 dollars over the next decade, depending on the effectiveness of risk factor modification programs. With an expected health promotion budget averaging $1.9 million annually over 10 years, health risks must decline at least 0.09 % per year for the program to pay for itself. Conclusions. Estimating various risk and cost scenarios can facilitate program planning and produce an economic justification for worksite health programs.

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18

Carr, Stephen L. "The Los Angeles and Salt Lake Railroad Company, Union Pacific’s Historic Salt Lake Route." Utah Historical Quarterly 58, no. 4 (1990): 407–8. http://dx.doi.org/10.2307/45061951.

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19

Bethel, A. C. W. "The Unfinished Web: Transit Planning in Los Angeles, 1895–1953." Southern California Quarterly 103, no. 1 (2021): 5–60. http://dx.doi.org/10.1525/scq.2021.103.1.5.

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Because of its complexity and length this article is organized into two parts. Part I, which appeared in the previous issue of the Quarterly, traced attempts to improve rapid rail transit in Los Angeles from 1895 to 1925. This concluding installment traces the political, civic, and taxpayer response to the 1925 comprehensive regional rapid transit plan. The plan was eclipsed by a seemingly unrelated controversy about a union station for the steam railroads. Meanwhile, though frustrated in its plan for a crosstown subway, the rapid transit provider, the Pacific Electric Railway (PE), was not passive: it worked cooperatively with other public-sector and private-sector agencies to create viaducts that separated its trains from busy intersections, bought new rolling stock, and installed safety measures. The emerging multi-destinational, automobile-oriented city of the 1930s and 1940s led planners to include rail rapid transit in freeway medians, but the politically powerful State Division of Highways opposed it, as did various civic and commercial organizations and the Automobile Club of Southern California (ACSC). Sectional differences in how residents perceived their interests divided city council and state legislature support. PE’s management, now discouraged, gradually abandoned and finally sold its passenger service. Part II concludes with an examination of the PE’s financial condition in the 1920s in refutation of the often-made claim that the PE’s high debt and unprofitable financial account sheets precluded it from making capital investments.

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20

Robinson, Greg. "The Debate Over Japanese Immigration: The View from France." Prospects 30 (October 2005): 539–80. http://dx.doi.org/10.1017/s0361233300002179.

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The story of the Issei — the 100,000 Japanese immigrants who traveled to Hawaii and the United States during the turn of the 20th century — is an epic of survival amid hardship. Through the efforts of labor contractors backed by the Japanese consulate, the majority of the newcomers were recruited to undertake heavy labor on Hawaiian plantations. Others settled on the mainland, predominantly on the nation's Pacific Coast, where they worked as farmers, fishermen, railroad workers, and agricultural laborers. Smaller contingents of students, artists, and professionals also crossed the ocean and scattered through the United States. As the immigrants became established, many brought over “picture bride” wives and started families. Through careful saving of wages and communal self-help, numerous immigrant laborers bought farms and established small businesses, churches, and community institutions. At the same time, they were victimized by widespread racial prejudice and discriminatory legislation. Like other Asian immigrants, they were barred from naturalization by federal law, and therefore from voting, and in many states the Issei were forbidden to marry whites or to practice certain professions. In Hawaii, the white planter class limited educational opportunity and kept Issei in menial labor positions. On the West Coast, white laborers and political leaders, who rigidly excluded Asian workers from unions, organized movements to exclude the Issei from residence on the grounds that they depressed wage scales through their willingness to work for lower pay. Following the “Gentlemen's Agreement” of 1907–8, the entry of Japanese laborers into the country was largely restricted. Shortly thereafter, in response to demands by white farmers enraged by competition from their Issei counterparts, California and neighboring states enacted alien land acts, which forbade all Japanese and other “immigrants ineligible to citizenship” from owning agricultural land. As a result, the Issei were forced to take short-term leases on land or to put their holdings in the names of white colleagues or of their own children, the Nisei (American-born citizens of Japanese ancestry). Exclusionist pressure, founded on nativist opposition to the alleged racial danger posed by the Issei to the American population, flared up again following World War I and climaxed in the Immigration Act of 1924, which outlawed all Japanese immigration to the United States.

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21

Klein, Maury. "Jay Gould, the Union Pacific Railroad and Financial Strategy." SSRN Electronic Journal, 2016. http://dx.doi.org/10.2139/ssrn.2834923.

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22

"Book Reviews." Journal of Economic Literature 52, no. 4 (2014): 1178–80. http://dx.doi.org/10.1257/jel.52.4.1160.r11.

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Anthony M. Pagan of the University of Illinois at Chicago reviews “American Railroads: Decline and Renaissance in the Twentieth Century”, by Robert E. Gallamore and John R. Meyer. The Econlit abstract of this book begins: “Explores the story of the railroad industry that dominated U.S. freight transportation over land at the beginning of the twentieth century, and how it lost its leadership and much of its economic power over the next eighty years, and then was reborn in the last two decades of the century. Discusses the enduring American railroads; the ills of government regulation of rail rates and services; the policy dilemma of competition and consolidation; the impact of rival freight modes on railroads; the decline of railway passenger service, 1900-1970; mergers at midcentury and the Penn Central debacle; two railroad reform and revitalization acts and the Northeast Rail Crisis in the 1970s; the brief, mainly happy life of Conrail, 1976-99; the making of the Staggers Rail Act, and experience under deregulation; how railroads got their final sizes and shapes; the enduring problem of rail passenger service in the Amtrak era; advancing technology for American railroads; the decline and renaissance of American railroads in the twentieth century; and future policies for U.S. railroads. Gallamore retired from the Union Pacific Railroad and Northwestern University, and is Adjunct Professor in the Rail Management Program at Michigan State University. The late Meyer was James W. Harpel Professor of Capital Formation Emeritus in the John F. Kennedy School of Government at Harvard University.”

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23

"Union Pacific: the reconfiguration: America's greatest railroad from 1969 to the present." Choice Reviews Online 49, no. 06 (2012): 49–3347. http://dx.doi.org/10.5860/choice.49-3347.

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24

Wattal, Sunil. "Interview with Rahul Jalali on “Union Pacific Railroad: Transforming a Fortune 200 Company Through Digital Platforms”." Business & Information Systems Engineering, August 15, 2022. http://dx.doi.org/10.1007/s12599-022-00771-x.

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25

"Maury Klein. Union Pacific: Birth of a Railroad, 1862–1893. Garden City, N.Y.: Doubleday. 1987. Pp. xiii, 685. $27.50." American Historical Review, April 1989. http://dx.doi.org/10.1086/ahr/94.2.526.

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26

Burkholder, Anna. "Geographic Response Plans: Preparing for Inland Oil Spills in California Waterways." International Oil Spill Conference Proceedings 2021, no. 1 (2021). http://dx.doi.org/10.7901/2169-3358-2021.1.1141189.

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ABSTRACT #1141189 Emergency regulations governing the development of oil spill contingency plans in California, along with financial responsibility for inland facilities, pipelines, refineries and railroads, became effective in 2015, with final regulations being adopted in January of 2019. With the California Department of Fish and Wildlife's (CDFW's) Office of Spill Prevention and Response's (OSPR's) authority for oil spill prevention, preparedness, and response being extended to inland waters of the State, the need to develop Geographic Response Plans (GRPs) for priority watersheds with higher risk of an oil spill became a top priority. Given the successful history with developing, implementing, and maintaining the California marine Area Contingency Plans (ACPs), OSPR has implemented a similarly effective GRP program. GRPs are driven primarily by access to sites along river systems and lakes where response activities are feasible. The process of developing GRPs for the State has consisted of: 1) developing a consistent document framework based on recently developed GRPs including the Region 10 Regional Response Team (RRT) and Northwest Area Committee (NWAC) GRPs in the Pacific Northwest, the Feather River GRP developed by Union Pacific Railroad in California, as well as previously developed GRPs by the United States Environmental Protection Agency (USEPA) Region 9 (California, Nevada, Arizona); 2) implementing a Statewide GRP Steering Committee (SGSC) consisting of State, federal and local agencies, industry, oil spill response organizations (OSROs), an environmental Non-Governmental Organization (NGO), and a tribal representative; and 3) developing partnerships with industry representatives, and federal, State and local agencies, including first responders [Local Emergency Planning Committees (LEPCs) and others] to ensure critical local expertise and information is incorporated in each, individual GRP. With the emerging trend of oil by rail transportation; historical spill threats from pipelines, fixed facilities, and truck transportation; and the promulgation of emergency regulations extending OSPR's oil spill preparedness activities to inland waters, the development of GRPs for at-risk watersheds became critical.

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27

SCHWANTES, BENJAMIN. "Maury Klein, Union Pacific: The Reconfiguration: America's Greatest Railroad from 1969 to the Present (Oxford: Oxford University Press, 2011, $34.95). Pp. ix + 429. isbn978 0 19 536989 2." Journal of American Studies 46, no. 3 (2012). http://dx.doi.org/10.1017/s002187581200120x.

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