The New Continental Line Atchison, Topeka and Santa Fe Railroad West and Southwest schedule

The New Continental Line Atchison, Topeka and Santa Fe Railroad West and Southwest schedule. The schedule is slightly torn. This does not affect the text, Sept. 4, 1881.

The new California Line via Atchison, Topeka and Santa Fe Railroad and Southern Pacific Railroad

The new California Line via Atchison, Topeka and Santa Fe Railroad and Southern Pacific Railroad. This schedule is torn. This does not affect text, n.d.

Printed blank from the New York Central and Hudson River Railroad Express Freight Line, New York for shipping packages of brackets and racks to S.D. Woodruff of St. Catharines

Printed blank from the New York Central and Hudson River Railroad Express Freight Line, New York for shipping packages of brackets and racks to S.D. Woodruff of St. Catharines. This document is signed by R.L. Crawford, agent, Aug.11, 1876.

Flyer about railroad bonds from E.D. Shepard and Co. Bankers

Flyer (2 double sided pages, printed) about railroad bonds from E.D. Shepard and Co. Bankers, New York, n.d.

Cars.

Esboza las principales características y los usos apropiados de los automóviles como forma de transporte contestando preguntas como qué es un automóvil, qué aspecto tiene, cómo eran los automóviles hace tiempo, qué es un sedán.Diseñado para ayudar a concentrarse y aprendera formular las propias preguntas sobre el mundo que nos rodea.Tiene un glosario.

Cars.

Proporciona la información necesaria para apoyar a la clase en proyectos de trabajo sobre el automóvil. Los temas son explorados a través de las visitas y el trabajo real de los estudiantes.

Cars.

Forma parte de una serie de textos dedicados al transporte (marítimo,aéreo y terretre). Resulta interesante para los jóvenes entusiasmados con el transporte moderno y la velocidad. Se muestran los coches más rápidos del mundo, Formula 1, Porsche Boxster, McLaren F 1, los dragsters; y también, modelos de automóviles deportivos y prototipos de coches del futuro.

Utvärdering av det arbetsmarknadspolitiska projektet "Volvo Cars och dess underleverantörer"

Denna rapport är en utvärdering av det arbetsmarknadspolitiska projektet "Volvo Cars och dess underleverantörer", som har genomförts av Arbetsförmedlingen i samarbete med Skolverket och Svenska ESF-rådet. Den 5 juni 2009 ansökte Sveriges regering om medel hos den Europeiska globaliseringsfonen (EGF)2 för att kunna erbjuda åtgärder för personer som blivit uppsagda från Volvo Cars AB och dess underleverantörer. Syftet med projektet var att kunna erbjuda de som blivit uppsagda kompetensutveckling, nya yrkeskunskaper och möjlighet att etablera egna företag. På operativ nivå drevs projektet i samverkan mellan Arbetsförmedlingen och den kom-munala yrkesvuxenutbildningen ("Yrkesvux"). Yrkesvux i Göteborgs kommun fick i upp-drag av Skolverket att samordna den del av verksamheten som berörde kommunal yr-kesvuxenutbildning. Projektet startade 1 januari 2010 och avslutades 31 maj 2011. Enligt kommissionens beslut fick medel även användas retroaktivt för insatser som hade givits till de uppsagda i form av olika arbetsmarknadsutbildningar, det s.k. snabbspåret, under 2009 innan projektet hade startat. Av nästan 5 000 individer i målgruppen som registrerade sig vid Arbetsförmedlingen del-tog knappt en fjärdedel i projektets insatser (exkl. vägledning). Av dessa gick 55 procent i aktiviteter enbart genom Arbetsförmedlingen, 37 procent enbart genom Yrkesvux och åtta procent genom både Arbetsförmedlingen och Yrkesvux. De vanligaste förekommande utbildningsinriktningarna var industri och bygg, fordonsindustri, transport och magasine-ring, omvårdnad och handel.

To what extent are CO2 emissions from intra-urban shopping trips by cars affected by drivers’ travel behaviour and store location?

Transportation is seen as one of the major sources of CO2 pollutants nowadays. The impact of increased transport in retailing should not be underestimated. Most previous studies have focused on transportation and underlying trips, in general, while very few studies have addressed the specific affects that, for instance, intra-city shopping trips generate. Furthermore, most of the existing methods used to estimate emission are based on macro-data designed to generate national or regional inventory projections. There is a lack of studies using micro-data based methods that are able to distinguish between driver behaviour and the locational effects induced by shopping trips, which is an important precondition for energy efficient urban planning. The aim of this study is to implement a micro-data method to estimate and compare CO2 emission induced by intra-urban car travelling to a retail destination of durable goods (DG), and non-durable goods (NDG). We estimate the emissions from aspects of travel behaviour and store location. The study is conducted by means of a case study in the city of Borlänge, where GPS tracking data on intra-urban car travel is collected from 250 households. We find that a behavioural change during a trip towards a CO2 optimal travelling by car has the potential to decrease emission to 36% (DG), and to 25% (NDG) of the emissions induced by car-travelling shopping trips today. There is also a potential of reducing CO2 emissions induced by intra-urban shopping trips due to poor location by 54%, and if the consumer selected the closest of 8 existing stores, the CO2 emissions would be reduced by 37% of the current emission induced by NDG shopping trips.

Active-site properties of Phrixotrix railroad worm green and red bioluminescence-eliciting luciferases

The luciferases of the railroad worm Phrixotrix (Coleoptera: Phengodidae) are the only beetle luciferases that naturally produce true red bioluminescence. Previously, we cloned the green- (PxGR) and red-emitting (PxRE) luciferases of railroad worms Phrixotrix viviani and P. hirtus[OLE1]. These luciferases were expressed and purified, and their active-site properties were determined. The red-emitting PxRE luciferase displays flash-like kinetics, whereas PxGR luciferase displays slow-type kinetics. The substrate affinities and catalytic efficiency of PxRE luciferase are also higher than those of PxGR luciferase. Fluorescence studies with 8-anilino-1-naphthalene sulfonic acid and 6-p-toluidino-2-naphthalene sulfonic acid showed that the PxRE luciferase luciferin-binding site is more polar than that of PxGR luciferase, and it is sensitive to guanidine. Alutagenesis and modelling studies suggest that several invariant residues in the putative luciferin-binding site of PxRE luciferase cannot interact with excited oxyluciferin. These results suggest that one portion of the luciferin-binding site of the red-emitting luciferase is tighter than that of PxGR luciferase, whereas the other portion could be more open and polar.

Molecular insights on the evolution of the lateral and head lantern luciferases and bioluminescence colors in Mastinocerini railroad-worms (Coleoptera: Phengodidae)

Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP)

The influence of the region between residues 220 and 344 and beyond in Phrixotrix railroad worm luciferases green and red bioluminescence

To find the regions having a major influence on the bioluminescence spectra of railroad worm luciferases, we constructed new chimeric luciferases switching the fragments from residues 1-219 and from 220-545 between Phrixotrix viviani (PxvGR; λmax = 548 nm) green light-emitting luciferase and Phrixothrix hirtus (PxhRE; λmax = 623 nm) red light-emitting luciferases. The emission spectrum (λmax = 571 nm) and KM for luciferin in the chimera PxRE220GR (1-219, PxhRE; 220-545, PxvGR) suggested that the region above residue 220 of PxvGR had a major effect on the active site. However, switching the sequence between the residues 226-344 from PxvGR luciferase into PxhRE (PxREGRRE) luciferase resulted in red light emission (λmax = 603 nm), indicating that the region 220-344 by itself does not determine the emission spectrum. Furthermore, the sequence before residue 220 of the green-emitting luciferase is incompatible for light emission with the sequence above residue 220 of PxhRE. These results suggest that the fragments before and after residue 220, which correspond to distinct subdomains, may fold differently in the green- and red-emitting luciferases, affecting the active site conformation.

Method for estimating railroad track settlements due to dynamic traffic loads

This paper is the result of real-scale physical modeling study designed to simulate the load-deformation characteristics of railroad foundation systems that include the railroad ties, the ballast, and the sub-base layers of a railroad embankment. The study presents comparisons of the application of dynamic loads of 100kN on the rails, and the resulting deformations during a 500,000 cycle testing period for three rail support systems; wood, concrete and steel. The results show that the deformation curve has an exponential shape, with the larger portion of the deformation occurring during the first 50,000 load cycles followed by a tendency to stabilize between 100,000 to 500,000 cycles. These results indicate that the critical phase of deformations of a new railroad is within the first 50,000 cycles of loading, and after that, it slowly attenuates as it approaches a stable value. The paper also presents empirically derived formulations for the estimation of the deformations of the rail supports as a result of rail traffic.

Geotechnical and structural behavior of the railroad track in large-scale apparatus

This paper analyses the static and dynamic behavior of the railroad track model in laboratory. Measurements of stresses and strains on a large-scale railroad track apparatus were studied. The model includes: compacted soil, representing the final layers of platform, ballast layer, and ties (steel, wooden, and pre-stressed concrete). The soil and soil ballast interface were instrumented with pneumatic stress gauge. Settlement measurement device were positioned at the same levels as the load cells. Loads were applied by hydraulic actuators, statically and dynamically. After the prescribed number of load cycles, in pre-determined intervals, stresses and strains were measured. Observations indicate that stress and strain distributions, transmitted by wooden or steel ties, behave similarly. A more favorable behavior was observed with pre-stressed concrete mono block ties. Non-linear response was observed after a threshold numbers of cycles were surpassed, showing that the strain modulus increases with the numbers of cycles. © 2009 IOS Press.