Störningsinformation i tågtrafiken : Attityder bland resenärer och tågbolag till störningsinformation och tjänster för sådan information

When booking a trip along the railway through several train operators it is not uncommon that information about possible disruptions along the railway (that can change or cancel the booked trip) are not relayed to the passengers. Today, research on rail traffic in Sweden is limited. It is unclear how satisfied customers are with the quality of the information they receive during their trip (if they get it at all), including with respect to disruptions. Our partners have identified what they believe is a need among train operators, which is a service for disruption information to travelers. In addition to confirming that there is a need for such a service, we have an interest to investigate how such a service might look like and what the users want. Our research has shown that passengers are not satisfied with either the amount of information about disturbances or how often they get it. Along with KnowitBorlänge, we have come up with a proposed solution that uses already existing technologies to create a portal for an efficient way to get the interference information to travelers.

Impact of Rapid Transit on the Residential Market in Hudson County, New Jersey

The New York Metropolitan region is one of the most populous urban agglomerations in the world, and the single largest in North America.[1] It is also one of the most prominent economic centers, with New York City at the epicenter of its growth. With the entire region growing rapidly over the last decade, it is essential to analyze the socio-economic changes in order to understand the impact it has on commercial real estate. With its focus on housing rentals, this study aims to highlight housing costs as a function of rapid transit over time.

Upgrading Bridge Rails on Low-Volume Roads in Iowa, TR-679, 2016

Building on previous research, the goal of this project was to identify significant influencing factors for the Iowa Department of Transportation (DOT) to consider in future updates of its Instructional Memorandum (I.M.) 3.213, which provides guidelines for determining the need for traffic barriers (guardrail and bridge rail) at secondary roadway bridges—specifically, factors that might be significant for the bridge rail rating system component of I.M. 3.213. A literature review was conducted of policies and guidelines in other states and, specifically, of studies related to traffic barrier safety countermeasures at bridges in several states. In addition, a safety impact study was conducted to evaluate possible non-driver-related behavior characteristics of crashes on secondary road structures in Iowa using road data, structure data, and crash data from 2004 to 2013. Statistical models (negative binomial regression) were used to determine which factors were significant in terms of crash volume and crash severity. The study found that crashes are somewhat more frequent on or at bridges possessing certain characteristics—traffic volume greater than 400 vehicles per day (vpd) (paved) or greater than 50 vpd (unpaved), bridge length greater than 150 ft (paved) or greater than 35 ft (unpaved), bridge width narrower than its approach (paved) or narrower than 20 ft (unpaved), and bridges older than 25 years (both paved and unpaved). No specific roadway or bridge characteristic was found to contribute to more serious crashes. The study also confirmed previous research findings that crashes with bridges on secondary roads are rare, low-severity events. Although the findings of the study support the need for appropriate use of bridge rails, it concludes that prescriptive guidelines for bridge rail use on secondary roads may not be necessary, given the limited crash expectancy and lack of differences in crash expectancy among the various combinations of explanatory characteristics.

Experimental viscosity measurements of biodiesels at high pressure

The viscosity of biodiesels of soybean and rapeseed biodiesels blended with mineral diesel fuel were measured at pressures of up to 200 MPa. Using a falling sinker-type viscometer reproducible viscosity data were obtained based on the time taken for a sinker to descend a fixed distance down an enclosed tube under the influence of gravity. Measurements were taken using pressures which correspond to those of interest in automotive common rail diesel engines, and at temperatures of between 25oC and 80oC. In all cases, the viscosity of the biodiesel blends were found to increase exponentially for which the blends were noted as being more viscous than pure mineral fuels. A pressure-freezing effect was not observed for the blends.

Caminhos que estruturam cidades: redes técnicas de transporte sobre trilhos e a conformação intra-urbana de Natal

The railroad, from 1870 and on, becomes an usual complaining in the press s and politician elite s speeches, especially because of Natal s geographic isolation. The implantation of two railroads in the capital territory Estrada de Ferro de Natal a Nova Cruz, afterwards part of Great Western Railway Company network, and Estrada de Ferro Central do Rio Grande do Norte had serious implications in the urban environment. While railroad s structures were already consolidated, other transportation mechanisms were being implanted in the first decades of the 20th century, such as trams lines, which, by the way, was a transport modal that also used rails as a dislocation meaning. Considering these questions, we may ask: how come railroads and tramways demands, roads and buildings had influenced the internal organization of Natal? We work with the general hypothesis that the influence of technical networks, composed by tramways and railroads, over Natal s urban space happened in a diversified way, sometimes consolidating social aspects in certain areas, sometimes improving the occupation of others. The impact over the city s territory also happens in a diversified way between the buildings/railroad s complexes and the pathways. The different scale of the train in comparison to the trams velocity, size, noise level, flow, among others is also a cause to the different consequences in urban environment. The main objective of this work is to understand the role of circulation technical networks in the construction process of urban space in Natal, as a way to contribute to the urban historiography about the subject. The time frame adopted, between 1881 and 1937, marks the time path of railroads and tramways in Rio Grande do Norte: 1881 is the year of railroad s first section inauguration from Natal to São José do Mipibu as well of the railroad complex in the Republic Square in Natal; the year of 1937 marks the beginning of tramways declination process in the city. At this time railroads and tramways had to face more intensively the competition of motor vehicles. The theory reference adopted is based on concepts and analysis of authors, such as Flávio Villaça and Roberto Lobato Corrêa references to the concepts of urban structure , localization and accessibility and Gabriel Dupuy to explain the concept of urban technical networks . These references reveal the conflict of different realities in the urban universe interests and values which is an important factor about the construction of urban space. The information sources used were from two distinctive natures: primary, journals of the time studied and official government reports, and secondary, based on other works about the subject. It was also used by this study iconographic source, especially images from the data base of the research group História da Cidade, do Território e do Urbanismo .

Henrique Novaes: técnica, território e cidade em uma trajetória profissional: Brasil, primeira metade do século XX

The career of civil engineer Henrique de Novaes, a remarkable figure in the academic, technical and political fields, demonstrates its extensive and relevant work across Brazil in the first half of the twentieth century. It covered from the design of water supply and sewage works, road and rail transport networks, works against drought in the Northeast, hydroelectric and harbor facilities to the urbanization planning and architectural projects, which displays a systematic and multiple production. City and territory conformed to his fields of verification, practical and above all, transformation. The search for understanding of the inclusion of a social actor in this process thus contributes to the specific analysis of the doings of Henrique de Novaes, who graduated at Polytechnic School of Rio de Janeiro in 1906. From a polymorphic activity in different scales, one tries to figure how, through academic education or professional practice, urban history in Brazil can be told or built. The introduction of technological innovations matched the purposes of planning and urban sprawl, as well as met the specifications of regulation and institutionalization of public infrastructure services at the time. The overall plans proposed by the engineer thought of the city as a whole, interconnected to the structural networks. At the same time, the knowledge of a larger physical scale the territory bounces back in the urban in a relationship of reciprocity and completeness. The objective research, therefore, tries to understand the roles played by Henrique de Novaes s works and academic education in the accomplishment of systematic modernization of Brazilian urban space and territory, recovering a little known historical figure by current historiography. It is proposed, as methodological axis, that the study of this professional career configures itself as an essential element for understanding the idea of progress embodied in the technical studies and proposals for improvements and sanitation nationwide in the first half of the twentieth century . The primary sources for the construction of this analysis were technical articles in journals of the period ( Clube de Engenharia , Viação e Revista Brasileira de Engenharia ), and technical reports, government messages, newspaper articles published at the time, autobiographical reports and the engineer s verbal communications with relatives. The work is structured in three chapters: "Biographical traces, academic education and 'technical and political' activities" illustrates the initiation into the technical, public and political environment; Chapter 2, "Technique and territory" outlines his network understanding through sanitation and transport services; Chapter 3 "Technique and City" describes the influence of polytechnics knowledge on the propositions of modernization of cities; Finally, "Final Thoughts: An Evaluation," presents an overview of the affiliations and practice of an engineer in the different scales, and its contribution to the modernization of Brazilian urban and territorial space

Fiber Bragg Gratings Strain Sensors for Railway Applications

Fiber optical sensors have played an important role in applications for monitoring the health of civil infrastructures, such as bridges, oil rigs, and railroads. Due to the reduction in cost of fiber-optic components and systems, fiber optical sensors have been studied extensively for their higher sensitivity, precision and immunity to electrical interference compared to their electrical counterparts. A fiber Bragg grating (FBG) strain sensor has been employed for this study to detect and distinguish normal and lateral loads on rail tracks. A theoretical analysis of the relationship between strain and displacement under vertical and horizontal strains on an aluminum beam has been performed, and the results are in excellent agreement with the measured strain data. Then a single FBG sensor system with erbium-doped fiber amplifier broadband source has been carried out. Force and temperature applied on the system have resulted in changes of 0.05 nm per 50 με and 0.094 nm per 10 oC at the center wavelength of the FBG. Furthermore, a low cost fiber-optic sensor system with a distributed feedback (DFB) laser as the light source has been implemented. We show that it has superior noise and sensitivity performances compared to strain gauge sensors. The design has been extended to accommodate multiple sensors with negligible cross talk. When two cascaded sensors on a rail track section are tested, strain readings of the sensor 20 inches away from the position of applied force decay to one seventh of the data of the sensor at the applied force location. The two FBG sensor systems can detect 1 ton of vertical load with a square wave pattern and 0.1 ton of lateral loads (3 tons and 0.5 ton, respectively, for strain gauges). Moreover, a single FBG sensor has been found capable of detecting and distinguishing lateral and normal strains applied at different frequencies. FBG sensors are promising alternatives to electrical sensors for their high sensitivity,ease of installation, and immunity to electromagnetic interferences.

Les associations volontaires et le changement social : Sherbrooke, 1855-1909

[…] Le choix de la période que nous voulions étudier s'avérait capital. La période retenue devait exprimer l'importance de la vie associative au moment même où Sherbrooke allait connaître une brisure historique. Les motifs nous incitant à privilégier une période plutôt qu'une autre relèvent de considérations particulières. Du fait que les associations volontaires s'épanouissent davantage dans la vie moderne, typiquement urbaine, et que leur développement est lié au brassage des populations amené par l'industrialisation, il était clair que nous ne pouvions remonter au-delà de 1852, l'année de l'arrivée du chemin de fer. Car ce n'est qu'après l'avènement du rail que Sherbrooke connaît un essor remarquable. Sherbrooke devient un centre industriel important vers la fin des années 1860, on assiste alors à une poussée démographique significative. Le choix de l'année 1855 s'imposait, il est motivé par l'apparition d'un mouvement de permanence de la vie associative. Notre étude se termine en 1909 en raison de la rupture des conditions préexistantes que nous percevons à Sherbrooke. Dans la première décennie du 20e siècle nous remarquons une brusque transformation du climat social. L'année 1905 nous apparaît comme étant la charnière de deux époques. Il y a tout d'abord l'influence qu'exerce la formation de l'Alberta et de la Saskatchewan sur la population anglophone. On remarque, en plus de l'émigration massive, un dynamisme croissant des associations patronnées par l'Église. Déjà actives, au tournant du siècle, elles sont de plus en plus concurrencées par des associations séculières (profanes). Nous avons poursuivi nos recherches jusqu'en 1909 pour vérifier si le mouvement amorcé était passager ou permanent. Nous avons bel et bien constaté que le continuum se brise et que le leadership se déplace de la communauté anglophone vers la communauté francophone au milieu de la première décennie. La seconde décennie précipite ce changement pour des raisons différentes. L'époque dorée des petites et moyennes villes est révolue et la Première Guerre mondiale se chargera d'accélérer le processus d'intégration des sous-ensembles au grand ensemble. Nous avons divisé notre recherche en deux parties. Dans une première partie l'attention est dirigée vers les éléments entourant le développement de la vie associative, dans le but de mieux saisir la signification du phénomène. Nous voyons comment la ville de Sherbrooke devient un pôle d'attraction régional ainsi que la façon dont l'industrialisation et l'urbanisation se manifestent dans les Cantons-de-l'Est. Nous apportons par la suite certaines précisions sur le phénomène des associations volontaires en soi : un chapitre théorique, mais combien nécessaire pour bien cerner le rôle des associations volontaires sherbrookoises. La deuxième partie nous conduit au coeur de la société sherbrookoise. Nous entrevoyons les étapes du processus d'urbanisation par le biais de la vie associative. Le chapitre IV brosse un tableau des associations volontaires tout en permettant de dégager les lignes de force. Les chapitres V et VI exposent deux questions qui se détachent nettement lors de l'examen des associations volontaires. Il s'agit tout d'abord de l'impact à Sherbrooke des questions ethniques et religieuses, et deuxièmement du nouveau type de société qui émerge suite aux influences extérieures qui envahissent la ville. Le lecteur trouvera en annexe une liste chronologique et une liste typologique des associations volontaires.

Engenharia ferroviária: traçado e materiais de via

Trabalho Final de Mestrado para obtenção do grau de Mestre em Engenharia Civil - Área de Especialização em Vias de Comunicações e Transportes

O pedestrianismo como instrumento de valorização ecoturística dos sítios da Rede Natura 2000, nas ilhas de São Miguel e Flores

Tese de Doutoramento, Ciências do Ambiente (Ecologia), 30 de Julho de 2013, Universidade dos Açores.

Map of Nassau Heights in the village of Newtown, Queens County, L.I. : formerly the Brettonnierre Farm, now the Caldwall Farm : about 4 miles from Peck Slip Ferry in Williamsburgh /

Cadastral survey map of proposed streets and lots, showing dimensions, lot numbers, and existing buildings.

Map of the city of Brooklyn.

General-content double-line street map of Brooklyn city (Kings County, N.Y.) showing municipal ward numbers and horsecar lines.

Map of the city of Brooklyn.

General-content double-line street map of Brooklyn city (Kings County, N.Y.) showing municipal ward numbers and horsecar lines.

Transportation map of New Jersey.

Scale ca. 1:538,560; 1 in. represents approx. 8.5 miles.

Transportation map of New Jersey.

Scale ca. 1:538,560; 1 in. represents approx. 8.5 miles.