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A GIS analysis of the light rail transit system in MacauLeong, Wai-luen, Ricky., 梁偉鑾. January 2008 (has links)
published_or_final_version / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning
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Applying the predictable maintenance approach to DC traction substations in South Africa10 March 2010 (has links)
D. Ing. / This dissertation deals with the important issue of reliability management for 3kV DC Traction Substations used by the national railway company in South Africa. Maintenance is one of the critical and most costly phases in the lifecycle of any plant. It looks at the total life cycle of the equipment in a typical substation, but the focus in the latter chapters is on the maintenance. Through improved maintenance management, the reliability of the system can be improved. The approach to maintenance is addressed as a predictive strategy, avoiding even more costly nonproductive time due to downtime caused by failure or induced by maintenance. Condition monitoring and assessment is described as one of the effective tools in the maintenance engineer’s armoury to apply a predictive approach. A direct link between predictable maintenance and reliability is explored. In the definition of reliability, concepts such as time and expected performance can be linked to a predictable delivery of the designed function. In other words, if down time is expected and can be prepared for, it is more acceptable than the unexpected. In essence, the system is still reliable as it performs according to expectation. The concept of predictable maintenance can be applied wider than just the 3kV traction substation. The process of identifying critical equipment, to measure the condition and to take decisions based on the rate of change in the condition can be used in any maintenance environment, even outside electrical. The crucial ingredient to this is to understand that condition monitoring is not based on fixed values, but the rate at which these values change. This is called Fuzzy logic. Can we predict the future? If yes, how accurate will the predictions be?
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A study of the buying behaviour of KCR passengers.January 1988 (has links)
by Poon Ming-tak, Terence. / Thesis (M.B.A.)--Chinese University of Hong Kong, 1988. / Bibliography: leaf 96.
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A mobile agent approach for distributed train control and monitoring system.January 1998 (has links)
by Wong, Wan-Lung. / Thesis (M.Phil.)--Chinese University of Hong Kong, 1998. / Includes bibliographical references (leaves 88-92). / Abstract also in Chinese. / Chapter 1 --- Introduction --- p.1 / Chapter 1.1 --- Mobile Agent Systems --- p.1 / Chapter 1.2 --- Distributed Control Systems --- p.2 / Chapter 1.3 --- Motivation of the Dissertation --- p.3 / Chapter 1.4 --- Related Work --- p.3 / Chapter 1.5 --- Overview of the Dissertation --- p.5 / Chapter 2 --- Mobile Agents --- p.6 / Chapter 2.1 --- Definition of an Agent --- p.7 / Chapter 2.1.1 --- A Weak Notion of Agents --- p.8 / Chapter 2.1.2 --- A Stronger Notion of Agents --- p.9 / Chapter 2.1.3 --- Other Attributes of Agents --- p.9 / Chapter 2.2 --- Characteristics of Mobile Agents --- p.10 / Chapter 2.3 --- Programming Languages for Mobile Agents --- p.11 / Chapter 3 --- A Mobile Agent Framework --- p.16 / Chapter 3.1 --- The Framework --- p.16 / Chapter 3.1.1 --- Agent Operations --- p.19 / Chapter 3.1.2 --- Agent Life Cycle --- p.23 / Chapter 3.1.3 --- Agent Migration Server --- p.26 / Chapter 3.1.4 --- Communication Server --- p.28 / Chapter 3.1.5 --- Facilitator --- p.30 / Chapter 3.2 --- April as a Mobile Agent Language --- p.30 / Chapter 4 --- An Agent Based Distributed Train Control and Monitoring Sys- tem --- p.32 / Chapter 4.1 --- Introduction to DiTCAMS --- p.33 / Chapter 4.2 --- Terminology in DiTCAMS --- p.34 / Chapter 4.3 --- Architecture of DiTCAMS --- p.34 / Chapter 4.3.1 --- Active Agents --- p.36 / Chapter 4.3.2 --- Passive Agents --- p.38 / Chapter 4.4 --- Agent Collaborations --- p.41 / Chapter 4.4.1 --- Track Resource Allocation --- p.41 / Chapter 4.4.2 --- Sensor Triggering --- p.42 / Chapter 4.4.3 --- Hardware Control --- p.42 / Chapter 4.4.4 --- Train Migration --- p.42 / Chapter 4.5 --- Other Implementation Issues --- p.46 / Chapter 4.5.1 --- Track Resource Management --- p.47 / Chapter 4.5.2 --- Railway Topology Encoding --- p.50 / Chapter 4.5.3 --- Train Location Determination --- p.54 / Chapter 4.5.4 --- Train Speed Control --- p.62 / Chapter 4.5.5 --- Collision Prevention and Recovery --- p.64 / Chapter 4.5.6 --- Improving Efficiency of April for Real-time Execution --- p.65 / Chapter 5 --- Discussions --- p.72 / Chapter 5.1 --- On Enabling Mobile Agents --- p.72 / Chapter 5.2 --- Cost in Achieving Mobile Agents --- p.74 / Chapter 5.3 --- On Using April as a Mobile Agent Language --- p.75 / Chapter 5.4 --- History of DiTCAMS --- p.76 / Chapter 6 --- Concluding Remarks --- p.79 / Chapter 6.1 --- Contributions --- p.79 / Chapter 6.2 --- Limitations --- p.80 / Chapter 6.3 --- Future Work --- p.81 / Chapter A --- Hardware Components --- p.83 / Chapter B --- A Concurrent Administrator Based Train System Using C --- p.85 / Bibliography --- p.88
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Economics of unit trainsKroeker, Wesley Javen January 2010 (has links)
Digitized by Kansas Correctional Industries
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Botucatu : modernização e infraestrutura urbana no interior paulista (1928-1934) /Botaro, Luís Gustavo Martins. January 2015 (has links)
Orientador: Eduardo Romero de Oliveira / Banca: Áureo Busetto / Banca: Nilson Ghirardello / Resumo: O processo de modernização das cidades do interior paulista, entre as últimas décadas do século XIX e primeiras do XX, é concomitante com as reformas dos grandes centros brasileiros, como Rio de Janeiro, São Paulo e Santos. A partir do crescimento demográfico e econômico gerado pela cultura cafeeira e pela presença da ferrovia, alguns municípios do interior paulista foram palcos de mudanças e reformas. Nossa pesquisa tem como objetivo geral investigar a imagem acerca da cidade de Botucatu, entre os anos de 1928 a 1934. Naqueles anos, os jornais (Correio de Botucatu, Jornal de Notícias e Folha de Botucatu) discutem melhoramentos urbanos necessários à modernização do espaço urbano, como o calçamento das ruas, ampliação dos serviços de distribuição de água, a estética dos espaços públicos e privados, bem como, uma preocupação com os hábitos e costumes da sociedade. Nesse período ocorreram também reformas e ampliações das estruturas ferroviárias da cidade colocadas em prática pela Estrada de Ferro Sorocabana, como a construção de oficinas, ampliação dos armazéns e a reforma do prédio da estação. Em síntese, nossa pesquisa tem como objetivo geral investigar qual a imagem acerca da cidade de Botucatu, a partir da égide da modernização, utilizando como fonte os jornais de Botucatu e os relatórios da companhia ferroviária / Abstract: The São Paulo's inland cities modernizations, among the last decades of the nineteenth century and the first decades of the twentieth century, is concurrent with the large Brazilian cities renovations, as Rio de Janeiro, São Paulo and Santos. Since the economic and demographic growth generated by the coffee-growing culture and the raiway presence, some of São Paulo's inland cities suffered changes and renovations. Our research aims to investigate the image of the city of Botucatu between 1928 and 1934. In those years, the newspapers (Correio de Botucatu, Jornal de Notícias e Folha de Botucatu) were discussing urban improvements that were necessary to the urban modernization, such as the paving of the streets, the extension of water distribution services, the aestethics of private and public space as well as a concern with society's habits and behavior. During this period there were also reforms and extensions of the city's railway infrastructure, like the constructions of mechanical workshops, expansion of warehouses and the station's building renovation. This research aims to investigate what the Socoraba Railway and the longed urban improvements meant, from the aegis of modernization, using the Botucatu's newspapers and the railroad company's reports as source / Mestre
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Riding the Rails: Stories of Southern Appalachia Railroad HistoryReed, Delanna 08 November 2014 (has links)
Oral histories detailing interactions with railroads during the first half of the 20th century in southern Appalachia. For full abstract, visit the American Folklore Society Annual Meeting Program Book.
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North American freight rail: regulatory evolution, strategic rejuvenation, and the revival of an ailing industryCramer, Barton Emmet 01 January 2007 (has links)
North American railways were crucial to the integration of national territories from the mid-1850s through the 1920s. In the US, Canada, and Mexico, their development supported population settlement, resource extraction, industrialization, and the expansion of markets to regional and national spatial scales. From the 1920s, rail's dominance in transportation declined as highways and trucking developed. Strict railway regulation and direct government ownership, motivated by earlier rail firm abuses, limited railways' strategic adjustment to trucking competition and aggravated the problems of falling revenue and decreasing profitability. From the 1970s, however, a dramatic shift began as three prongs of economic liberalization were implemented: deregulation of the industry, privatization of state-owned firms, and the liberalization of controls on foreign direct investment.
This dissertation characterizes the liberalized governance regimes that have emerged, evaluates changes in the industrial and geographic organization of the freight rail industry, and examines significant episodes of regional rail restructuring involving the dominant Class I firms. Shifts in governance are examined by outlining pre-reform regulatory regimes in the US, Canada, and Mexico, then discussing the step-wise sequence of changes enacted in each country that significantly reduced restrictions on freight rail firms' business options (Chapter III). Liberalized governance enabled changes in the industry's organization, including its firm-size distribution, privatization of state-owned firms, and consolidation, as firms employed hitherto restricted strategies to restructure their assets and activities (Chapters III and IV).
Case studies of regional restructuring, designed to highlight the interplay of regulatory governance, intra-industry competition, and firm strategies, include: the consolidation of firms in the Eastern US and the privatization of Conrail (Chapter V); the consolidation of firms in the Western US and the impact of increased rail container traffic on infrastructure and operations (Chapter VI); the expansion of freight rail ownership, investment, and traffic patterns integrating the NAFTA countries (Chapter VII); and comparison of the strategies adopted by CPR and CN, the dominant Canadian firms (Chapter VIII).
Research materials included official and trade organization statistics, corporate reports, the trade press, and mapping datasets of rail lines. Numerous maps illustrate the changing geography of the North American freight rail industry.
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Cost efficiency of NSW rail passenger services 1951/52-1991/92 : a case study in corporate strategic modellingDeMellow, Ian T. M January 1996 (has links)
Doctor of Philosophy / During the 1990s, governments, managements and unions have been focused upon improving the cost efficiency of firms. This focus has been strongest for firms in the public sector where improved outcomes can be expected to significantly improve the Gross Domestic Products of whole economies. This case study looks at the cost efficiency of NSW rail passenger services over a 41 year period to 1991/92, long suspected (but hitherto only tentatively demonstrated) as a paradigm of cost inefficiency. The case study focuses upon the use of the total factor productivity (TFP) index, as a datum point for measuring change in productivity in four markets: suburban, internrban, country and interstate passenger services since 1951/52. From this datum, changes over the years in management, technology and other external factors can be identified and assessed. The thesis identifies management quality (the organising element in the firm) as the preeminent factor in determining productivity change, and the role that new technology plays in its impact on failures in management. We establish the linkages between management and innovation, with TFP, pricing efficiency and economic resource use efficiency, to present a rich paradigm for assessing the economic performance of any business firm. Borrowing from systems theory and other management practices such as total quality management, we disaggregated the case firm into its component systems, sub-systems and processes, for separate study in relation to impact on TFP. The database for 41 years of rail behaviour is the richest ever compiled for any railway in Australia, and with enhanced modelling, enables a systematic treatment of the performance through time of State Rail's passenger services.
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The Reluctant Infrastructure Manager : 70 Years of Government Ownership of Transport Infrastructure in SwedenHasselgren, Björn January 2013 (has links)
Governments have a choice whether to intervene in the transport infrastructure sector to manage, finance and organize and sometimes own the assets of the sector or to rely on markets and private sector actors for the provision of these systems. In Sweden, like in most other countries, the government has, since the 19th century, gradually taken a more active role both for railroads and roads, including most of the roles outlined above. From the 1840s, railroads and a more modern road system developed based on a mix of government and private/local government initiatives. A step towards centralization was taken in the 1930-40s, as the private- and local government-owned railroads and rural public roads, a majority of the total system, were taken over (nationalized) by the State. The government still owns these assets. In this paper, the development of railroad and road infrastructure is analyzed based on a co-evolutionary perspective, including the influence of technology, economics and politics. The perspective is used in order to facilitate an understanding and explanation of the successive steps that led to the decision to nationalize railroads and roads. The following time periods up to 2010 are also analyzed with the perspective as a relief. Based on a study primarily of the public documents of the time it is argued that the nationalization can be seen as a more or less logical step in a process of centralization that had been going on since the mid-1800s. Business economics rationality and cost reduction were important arguments for nationalization. Arguments in favor of the nationalization were that it was seen as a modernization of the sector, which also allowed for the introduction of new technology and a reduction of differences in road taxes. Welfare economics reasoning and discussions on natural monopolies were, however, not the focus. It is further argued that the government waited for some time to take the final steps to nationalize the railroads and roads. The government entered the scene as a rather reluctant infrastructure manager. The Parliament’s 1963 decision on transport policy, which is generally seen as among the most important policy decisions in the sector since the 1940s, might, it is argued, have been given a too important role. However, it is argued that the proposals put forward by the 1944 Transport Committee, which were never formally decided upon, were perhaps more influential. These proposals were largely market-friendly within the framework of the government ownership and financing model. The railroad and road systems should be run more or less as private businesses within this framework, with a focus on business economics efficiency, a full cost responsibility, and a competition view on the transport market. The transport policy decision was formally approved in 1963, and it was largely based on the principles of the 1944 Transport Committee. These policies opened for a further restructuring of the transport sector, including transport infrastructure. The road system was expanded, while the railroads contracted, suffering from high costs and a decreasing market. There was, however, a gradually growing criticism towards both the planning practices and new construction programs for the road system, and against the effects the policies seemed to have for the railroad system. The transport polices were changed during the 1970s. The 1979 Parliamentary decision on a revised transport policy brought a formal end to the policies based on market forces, competition and business economics, all of which were features of the 1963 decision. The new management philosophy was based on welfare economics, which should be the new basis for transport infrastructure and transport policies when it came to planning, management and pricing/taxation. An interesting phase in the historical development of transport policy was a return in the 1988 Parliamentary decision to a goal structure closer to the earlier (1963) formulation of transport policies. In a following decision in 1998, another turn was made, which has since established welfare economics as the basis for transport infrastructure policies. The principles set in the 1940s, with a firm base in a “cost responsibility principle” and a business economics perspective on transport infrastructure combined with government ownership and financing, was finally shifted to more of a welfare economics basis during the 1980-90s. This was, it is argued, a way of reflecting a more active political agenda with new goals for transport policy. The policy shift was combined with deregulation and some privatization steps from the 1980s onwards. If the former policies might be seen as expressing a contradiction between government ownership and business economics, the new policies made a contradiction between deregulation and more developed and wider political goals in combination with welfare economics obvious. The government might be seen having gone from reluctance to contradiction as the basic stance of its policies as owner of railroads and roads. / <p> 20130614</p>
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