Valuation docket no. 1 : in the matter of valuation of the property of the Atlanta, Birmingham ... ; Valuation docket no. 2 : in the matter of valuation of the property of the Texas Midland Railroad Company ; Valuation docket no. 5 : in the matter of the valuation of the property of the Winston-Salem Southbound Railway Company : hearings, Washington, D.C., Dec. 10th to 13th, 1917.

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Address of Mr. McLane, president, to the stockholders of the Baltimore & Ohio R. Road Company, at their meeting on the 5th of April, 1847, respecting a proposed subscription to the capital of the Pittsburg & Connellsville Rail Road Co.

Mode of access: Internet.

Letter of Thomas Swann, Esq. President of the Baltimore & Ohio Rail Road Company, on the claim of A.J. Marshall, Esq. of Va. with accompanying documents.

Mode of access: Internet.

Remarks, propositions and calculations, relative to a rail-road and locomotive engines to be used upon the same, from Baltimore to the Ohio River /

Lee, J. Baltimore and Ohio RR Co,

Arbitration cases between Federation of Glass, Ceramic and Silica Sand Workers of America-CIO and Mosaic Tile Company, Cambridge Tile Manufacturing Co., Pittsburgh Plate Glass Company, Brickwede Brothers Company, Rohm & Haas Company, Franklin Clay Manufacturing Co.

Cover title.

A history of the legal development of the railroad system of Southern railway company,

Mode of access: Internet.

Statistics of Operations of the Chicago, Milwaukee & St. Paul Railway Company

Mode of access: Internet.

Reply of Hon. Onslow Stearns, president of the Old Colony & Newport railway company, to the circular of the Railroad commissioners relative to reduction of rates ...

Mode of access: Internet.

Annual report of the Chicago, Indianapolis & Louisville Railway Company.

Published: Chicago: Stromberg, Allen & Co., 1900-

Annual Report of the Iowa Central Railway Company

Mode of access: Internet.

Annual report of the Chicago & Alton Railway Company ...

Report year ends June 30.

Internships in marketing: Goals, structures and assessment - student, company and academic perspectives

Work-integrated learning in the form of internships is increasingly important for universities as they seek to compete for students, and seek links with industries. Yet, there is surprisingly little empirical research on the details of internships: (1) What they should accomplish? How they should be structure? (3) How students performance should be assess? There is also surprisingly little conceptual analysis of these key issues, either for business internships in general. or for marketing internships in particular. Furthermore, the "answers" on these issues may differ depending upon the perspective if the three stakeholders: students, business managers and university academics. There is not study in the marketing literature which surveys all three groups on these important aspects of internships. To fill these gaps, this paper discusses and analyses internships goals, internship structure, and internship assessment or undergraduate marketing internships, and then reports on a survey of the views of all three stakeholder groups on these issues. There are a considerable variety of approaches for internships, but generally there is consensus among the stake holder groups, with some notable differences. Managerial implication include recognition of the importance of having and academic aspects in internships; mutual understanding concerning needs and constraints; and the requirement that companies, students, and academics take a long-term view of internship programs to achieve mutually beneficial outcomes.

From the bush to the burbs : a comparison of driver situation awareness at rural and urban railway level crossings

The problem of collisions between road users and trains at rail level crossings (RLXs) remains resistant to current countermeasures. One factor underpinning these collisions is poor Situation Awareness (SA) on behalf of the road user involved (i.e. not being aware of an approaching train). Although this is a potential threat at any RLX, the factors influencing SA may differ depending on whether the RLX is located in a rural or urban road environment. Despite this, there has been no empirical investigation regarding how road user SA might differ across distinct RLX environments. This knowledge is needed to establish the extent to which a uniform approach to RLX design and safety is acceptable. The aim of this paper is to investigate the differences in driver SA at rural versus urban RLXs. We present analyses of driver SA in both rural and urban RLX environments based on two recent on-road studies undertaken in Victoria, Melbourne. The findings demonstrate that driver SA is markedly different at rural and urban RLXs, and also that poor SA regarding approaching trains may be caused by different factors. The implications for RLX design and safety are discussed.

Chesapeake and Delaware Canal Affects Environmental: presented at American Society of Civil Engineers National Water Resources Engineering Meeting, Phoenix, Arizona, 14 January 1971

The Chesapeake and Delaware Canal is a man-made waterway connecting the upper Chesapeake Bay with the Delaware Bay. It started in 1829 as a private barge canal with locks, two at the Delaware end, and one at the Chesapeake end. For the most part, natural tidal and non-tidal waterways were connected by short dredged sections to form the original canal. In 1927, the C and D Canal was converted to a sea-level canal, with a controlling depth of 14 feet, and a width of 150 feet. In 1938 the canal was deepened to 27 feet, with a channel width of 250 feet. Channel side slopes were dredged at 2.5:1, thus making the total width of the waterway at least 385 feet in those segments representing new cuts or having shore spoil area dykes rising above sea level. In 1954 Congress authorized a further enlargement of the Canal to a depth of 35 feet and a channel width of 450 feet. (pdf contains 27 pages)