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Railroad industry

Chlorotoluene isomer mixtures, especially those containing a relatively high amount of o-chlorotoluene, are widely used as solvents in industry for such purposes as metal-cleaning formulations, railroad industrial cleaners, diesel fuel additives, carbon removal procedures, paint thinners, and agricultural chemicals. Halso 99 andHalso 125 are examples of such solvents. [Pg.56]

There are several transportation applications where natural gas storage as CNG provides inadequate range because of limited space and allowable weight for a CNG fuel system. The railroad industry and heavy-duty over-the-road trucks are the two current primary examples of transportation vehicles that as a practical matter must use LNG instead of CNG in order to use natural gas as a fuel. [Pg.115]

It would be difficult, if not impossible, to visualize two industries which affect our daily lives to a greater degree than the chemical and allied products industry and the railroad industry. Practically everything we touch in our daily routine and even in our sleep requires the use of chemicals during some stage of its production. The railroad industry provides the transportation services essential to such production and distribution. It is only natural, therefore, that the chemical and allied products industry, with its many ramifications and requirements of rail transportation, is interested in statistics relating to the railroads, their facilities, and their services. [Pg.36]

In the railroad industry, structures usually are designed by applying static load assumptions. In reality, however, cyclic loading, creep, temperature, and environmental influences occur which should be considered in adhesive joint design. Generic physical models taking into account all the possible effects are not applicable for a practical design concept. [Pg.550]

In this paper, we have presented test results of two methods of adhesion improvement on a specific aluminum alloy and a stainless steel. The methods are based on flame pyrolysis of silane precursors and a laser pretreatment in connection with a primer. While the first method seems to be most favorable for steel surfaces, the latter gives good results on both aluminum and steel. Both methods are well suited for application in the railroad industry since they are effective under atmospheric conditions and are therefore promising for integration in an automated production line. [Pg.553]

Aldrich, Mark. 1993. Development of Work Safety in the Railroad Industry. Unpublished manuscript. [Pg.258]

In the remainder of this chapter, we first review the regulatory history of the railroad industry. We then explore the relationship between economic deregulation and safety. [Pg.61]

While the 1958 Transportation Act provided some relief to the rail industry, large portions of the rail industry [still] faced serious problems... (Teske et al., 1995, pg. 41). By 1973, several railroads in the northeast United States faced bankruptcy. Because of these financial strains, these railroads had spent less on maintenance (Keeler, 1983). The financial difficulties of the railroad industry during this period resulted in the Regional Rail Reorganization Act of 1973 (the 3-R Act). The 3-R Act focused on reorganization of the northeastern railroads under federal control. This reorganization resulted in the formation of Conrail, as well as the abandonment of about 3000 miles of track. [Pg.63]

Overall, the safety statistics from the railroad industry suggest that, with the exception of the early 1900s and the period from 1960 through the 1970s, the safety performance of the railroad industry has dramatically improved. To what factors can this trend be attributed ... [Pg.65]

Figure 4-3. Railroad Industry Injuries to Railroad Employees... Figure 4-3. Railroad Industry Injuries to Railroad Employees...
Early in the development of the railroad industry, there were few uniform equipment standards. The first significant federal safety regulation was the Safety Appliance Act of 1893, which required the use of the Westinghouse Brake and Janney Couplers. Other federal legislation was passed in the early 1900s. Among the contributions of those laws were to ... [Pg.68]

Studies of accident rates in the railroad industry during the 1960s documented a correlation between financial health and accident rates, with better financial health generally associated with lower accident rates (Golbe, 1983). This relationship was strongest for those railroads that were unprofitable. Statistical analysis of unprofitable railroads found that as financial losses decreased, so did accident rates for profitable railroads, the relationship between profits and accident rates was generally insignificant. ... [Pg.69]

The overall safety performance of the railroad industry tends to be dominated by the performance of the largest railroads. Therefore, investigating the relative safety performance of the smaller railroads may shed further light on the relationship between economic deregulation and safety performance. In particular, some of the financial distress in the railroad industry was attributed to the requirement to continue service on improfitable lines. Once railroads could abandon these unprofitable lines, financial conditions improved and so did safety performance. However, abandonment of small lines resulted in a proliferation of small railroads that provided service on lines abandoned by the larger Class I railroads. Many of these smaller railroads are non-union and are able to operate at a profit because of lower labor costs (Savage, 1998). [Pg.70]

Since switching is inherently riskier than long-haul operations, the reduced emphasis on switching (all else being equal) should improve the safety performance of the railroad industry, particularly with respect to derailments and collisions. This hypothesized trend has actually been observed. However, it is also clear that the reduction in derailments and... [Pg.72]

After the FRA investigation had been completed, then-FRA Administrator Molitoris attributed ftie safety problems to four main areas, including under-staffing, fatigue, insufficient levels of supervision, and dispatching deficiencies (FRA, 1998). Furthermore, the FRA noted that the problems at UP had occurred while overall safety performance in the railroad industry was improving, and that there were no apparent advance indicators that safety problems were on the horizon for UP. [Pg.73]


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See also in sourсe #XX -- [ Pg.693 ]

See also in sourсe #XX -- [ Pg.239 ]




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