Mass transit vehicles in formal rail service frequently attain speeds which can excited carbody oscillations (primary hunting), as well as sustained lateral oscillations of the trucks (secondary hunting). The carbody motions have been shown to generate passenger discomfort and sustained truck hunting can lead to derailment. This thesis developed approximate equations which predict the carbody hunting frequencies, as well as the hunting speed of an articulated frame truck. The linear equations of motion are derived from a simplified model of a railway vehicle. A comparison indicates the results obtained using the approximate truck hunting equation presented here are within ten percent of the results obtained from more rigorous approaches reported by others.

Gender was a critically important component of the rules and practices of railroading in the nineteenth century. While railroad passengers were initially composed of a homogenous group of middle-class men and women, increased use of trains very quickly led to separations by sex and class. Victorian understandings of respectability and gender roles and view of the world as being ordered and hierarchical strongly shaped how railroads treated their passengers. Like home and hotel parlors, railroad passenger cars constituted an intersection of the sacred private realm of the home and the less pure mundane arena of public life. Nineteenth-century middle-class Americans used space to define and maintain societal distinctions of gender and, especially, class. The definition and decoration of space in rail passenger service reinforced Victorian values and restricted and controlled behavior. Diverse gender and status roles distinguished white middle-class men and women from immigrants and members of other races as railroad passengers. Even white middle-class men and women did not have the same experience or expectations of nineteenth-century rail passenger service. Railroads in the nineteenth century were constructed by a mannered and hierarchical society, but they were also part of a capitalist consumer economy. In a conflict between taking care of business and upholding societal standards such as gender ideals, business generally took precedence. / Master of Arts

The purpose of this research was to investigate and create preliminary design aids for the determination of lateral resistance capacity and spacing requirements of deck tie fasteners in curved railroad bridges with smooth top girders. In railroad bridge design, required lateral resistance dictates the spacing of deck tie fasteners. Currently, no provisions exist to aid in the calculation of lateral resistance for systems that include bridge ties, fasteners, and girders which experience centrifugal or lateral forces. Thus, design practices specific to each railroad vary, producing inconsistent fastener spacing in existing railroad bridges. This project identified and quantified three factors contributing to lateral resistance through experimental testing: resistance due to friction at the tie-girder interface; resistance from the fastener; and resistance from dapped ties bearing against the girder flange. Three fastener types were studied in this research: Square body hook bolts, Lewis Forged hook bolts, and Quikset Anchors. Results indicated that frictional resistance is a product of the train wheel load and the friction coefficient. Fastener resistance was determined to be a function of fastener type and lateral track displacement. Finally, dap resistance was found to be a function of the area of the shear plane in a dapped tie. A preliminary equation for calculating the total lateral resistance capacity was developed utilizing superposition of all three resistance contributions. Lateral demand loads were compared with reported lateral capacity to create a preliminary design aid to determine fastener spacing. / Master of Science / Railroad bridges are constructed by securing wooden ties to I-shaped steel beams (girders) using deck tie fasteners. Curved railroad bridges should provide lateral resistance to resist lateral loads from trains negotiating the curve. Currently, there is no official practice for determining lateral strength, which is a function of fastener spacing. Thus, each railroad company uses a proprietary fastener spacing, producing inconsistencies in existing railroad bridges. The purpose of this research was to create a preliminary table or equation for determining the lateral strength and spacing requirements of deck tie fasteners through experimental testing. This project identified and quantified three factors contributing to lateral resistance: resistance due to friction at the tie-girder interface; resistance from the fastener; and resistance from dapped ties (ties that are notched to sit on the girder flanges). Three fastener types were studied. Results showed that frictional resistance was directly proportionate to the magnitude of the vertical wheel load. Fastener resistance was found to be a function of the type of fastener used. Finally, the dap was determined to be a function of the area of the shear plane in a dapped tie. A preliminary equation for calculating the total lateral resistance capacity was developed by summing the resistance contributions from all three resistance factors. Lateral loads were compared with lateral capacity to create a preliminary design aid to determine fastener spacing.

Thesis (Ph.D.)--University of Missouri-Columbia, 2004. / Typescript. Vita. Includes bibliographical references (leaves 226-234). Also available on the Internet.

Thesis (Ph.D.)--University of Missouri-Columbia, 2004. / Typescript. Vita. Includes bibliographical references (leaves 226-234). Also available on the Internet.

Master of Science / Department of Civil Engineering / Robert J. Peterman / Prestressed concrete is commonly used for bridges, pavement and railroad ties because of economic advantages in cost, sustainability service life, and environmental friendliness. In general concrete design standard, the ultimate moment strength in flexure design is computed by finding the equilibrium of the internal force in the section (the compressive force in concrete and tension force in the steel and reinforcement). To predict tension force in steel one generally applies the 7-wire low-relaxation prestressing strand equation from the PCI manual even though the design employed prestressing wires instead of strand. The other method is to use equations from the ACI Code which is over conservative. Considering both approaches are lack accuracy, this research will provide an accurate estimation of the stress in prestressing wires through an experimental program and analytical modeling. The real stress-strain curves are collected through experimental testing in 13 types of prestressing wire. Experimental results are then used for modeling existing equations. As a result a more precise estimation is achieved. Additionally, this research simplifies the procedure for utilizing the equations which offers convenience in practical application.

「中國鐵路史，痛史也。海通以還，因外交而涉鐵路，因鐵路而啟外交，相摩相盪。 其間錯綜變化，殆莫不以投資問題為其樞機」。而藏在投資問題背後的真正原因，則 為列強對華之野心，此現象在東北地區表現的尤其明顯。 日本以鐵路為經營滿洲之根幹，以南滿鐵路公司為政策執行的大本營，先後制定了南 滿鐵路中心主義、二港二線主義等鐵路政策，表面目的在攫取東北經濟資源，最終目 的則在併吞滿蒙。１９２０年代，中國開始在東北大力興築自有鐵路和開闢葫蘆島港 ，制定了包圍南滿鐵路政策，以期與南滿鐵路競爭，欲達到使南滿鐵路萎縮，打擊日 本勢力的目的。日本遭此空前挑戰，在東北勢力瀕臨動搖，為挽救危機，遂不惜發動 九一八事變，用武力佔領東北，以解除後患。本論文即欲以鐵路問題為核心，探討日 俄戰爭到九一八事變期間，鐵路對中日雙方在東北勢力消長的影響，另方面也藉以闡 明中日近百年來爭戰不已的真正原因所在，並說明鐵路對東北近代化的影響。 鐵路問題由政策而起，故研究主要由中日政府的官方資料下手，而以參與政策執行者 留下的資料為輔，希冀能自其中發掘出隱藏在引發鐵路問題背後的真正動機。 日俄戰後，日本勢力之所以能在短短二十年間於東北狀大，除了其政府不遺餘力的謀 劃和努力執行外，企業家和人民的團結與支持，亦起了相當的作用。反觀中國，袁世 凱、段祺瑞等人為個人私利而不惜出賣國權的作風，實令人感慨。日本之強，不是沒 有原因的；中國之弱，也不全是列強侵略所致，本身的種種問題才是真正癥結所在啊 ！

This study was an evaluation of thermite rail welding with the goal of the development of welds with improved mechanical properties. The first part of the study involved an in-depth evaluation of 14 thermite rail welds produced by the Department of Transportation using current production practices. These welds were produced using CrMo, CrV and Cr alloy rails, AREA CC rails (i.e., standard rails) and head-hardened rails which were welded with weld metal produced by the aluminothermic reaction of "standard" and "alloy" thermite charges. Temperature at various locations was measured during welding for both the rails and the weld metal. After welding, mechanical properties, macro- and microstructure, inclusion levels and residual stresses induced by the welding operation were all determined. Low impact properties and ductility (2-6 percent reduction in area) were observed in the thermite rail weld metal. These low properties were attributed to microstructure and, to a lesser extent, inclusion content. In order to improve the process by reducing the inclusion content, attempts were made to filter the molten thermite steel by passing it through zirconia/mullite filters. This was included in the second part of the study in which 9 plate welds we made using "standard" thermite charges. Filtering, at best, was only partly successful. However, it was observed that a 30 percent increase in yield strength and hardness was achieved in weld metal containing approximately 0.55 percent carbon and 0.06 percent vanadium. Normalization of the plate welds resulted in a significant improvement in the tensile ductility of as-cast weld metal. Weld metal of 0.55 percent carbon and 0.06 percent vanadium had ductilities in the range of 10-20 percent when the cooling rate exceeded 37 K(DEGREES)/min. through the transformation range. At cooling rates of four times this level, tensile properties equivalent to those of the "alloy" weld metal were obtained along with the enhanced tensile ductility. It was concluded that it is possible to produce a thermite weld with both improved strength and ductility by the judicious control of composition, the addition of microalloying elements and the application of an appropriate post-weld heat treatment, such as normalization.

This thesis examines the history of Jefferson, Marion County, Texas, and its cycle of prosperity and decline.

A grande expectativa de desenvolvimento econômico com a vinda da ferrovia para Mato Grosso é neste estudo desmitificada, nas cidades de Alto Taquari, Alto Araguaia, Itiquira e Rondonópolis. Utilizando a metodologia de revisão bibliográfica, e o levantamento dos dados públicos quantitativos, expõe-se: a intermodalidade e a desestatização ferroviária; o histórico que viabilizou a ferrovia no Estado; a teoria do desenvolvimento econômico; a política pública de renúncia fiscal concedida e; os indicadores do desenvolvimento. A coleta dos dados é realizada nos órgãos públicos: IBGE; SEFAZ/MT; MTE; MDIC e; SEPLAN/MT (verificar lista de siglas). A análise indica que houve um significativo impacto positivo no crescimento econômico das cidades de Alto Taquari e Alto Araguaia até o ano de 2010. Mas os indicadores econômicos sofreram decréscimo após a extensão da ferrovia para os municípios de Itiquira e, principalmente após a operação do Complexo Intermodal de Rondonópolis (CIR). Portanto, o desempenho instável da produção gerada (valor adicionado), juntamente com a estagnação de melhorias dos indicadores sociais de renda per capita e desemprego, conclui que até então, não houve desenvolvimento econômico sustentável nas cidades analisadas. Aponta ainda, para a necessidade de estudos e planejamento de políticas públicas voltadas ao progresso econômico e avanços na infraestrutura da logística na região e no país. / When the railrold came to the state of Mato Grosso, a great expectation of economic development was expected, but it was demystified in this study in the cities of Alto Taquari, Alto Araguaia, Itiquira and Rondonópolis. Using the literature review the methodology and a survey of quantitative public data, it sets intermodal and rail privatization; the history that allowed the railroad in the state; the economic theory of development; public policy and granted tax relief; and development indicators. Data collection was carried out in government buildings: IBGE, SEFAZ/MT, MTE, MDIC and SEPLAN/MT (check list of acronyms). The analysis indicates that there was a significant positive impact on the economic growth of the cities of Alto Taquari and Alto Araguaia by the year 2010. But economic indicators suffered decrease after the extension of the railroad to the town of Itiquira and area, especially after the opening of the Intermodal Complex in Rondonópolis (CIR). Therefore, unstable performance of production generated (value added), along with the stagnation of improvement in stagnation of social indicators per capita income and unemployment, concludes that, so far, there was no sustainable economic development in these cities that were analyzed. The study also points to the need for studies and planning of public policies aimed at economic progress and advances in logistics infrastructure both in the region and the country.