bluuebunny/crossref_metadata_2025_split huggingface dataset:
Differences between Caucasian and Asian attractive faces
Authors: Rhee S. C. 
Published: July 2017

AbstractIntroductionThere are discrepancies between the public's current beauty desires and conventional theories and historical rules regarding facial beauty. This photogrammetric study aims to describe in detail mathematical differences in facial configuration between attractive Caucasian and attractive Asian faces.MethodsTo analyse the structural differences between attractive Caucasian and attractive Asian faces, frontal face and lateral face views for each race were morphed; facial landmarks were defined, and the relative photographic pixel distances and angles were measured. Absolute values were acquired by arithmetic conversion for comparison.ResultsThe data indicate that some conventional beliefs of facial attractiveness can be applied but others are no longer valid in explaining perspectives of beauty between Caucasians and Asians. Racial differences in the perceptions of attractive faces were evident. Common features as a phenomenon of global fusion in the perspectives on facial beauty were revealed.ConclusionsBeauty standards differ with race and ethnicity, and some conventional rules for ideal facial attractiveness were found to be inappropriate. We must reexamine old principles of facial beauty and continue to fundamentally question it according to its racial, cultural, and neuropsychological aspects.
The Racial Structure of Inequality: Consequences for Welfare Policy in the United States*
Authors: Hero Rodney E. , Levy Morris E. 
Published: July 2017

ObjectiveThis article explores the effect of the racial structure of inequality on redistributive policy in the states.MethodsApplying measures developed in Hero and Levy (2016), we use fixed effects regressions to assess the impact ofbetween‐race inequalityon multiple measures of state welfare effort and generosity.ResultsWe find a strong negative association between racial inequality and all measures of welfare policy. The total level of inequality and the racial composition of the population, by contrast, are not associated with the welfare policy measures. The impact of racial inequality emerges after, but does not appear before, the 1996 national welfare reform that increased states’ discretion over welfare policy.ConclusionThese findings illustrate that the influence of income inequality on public policy is strongly conditioned by racial “structure.”
Yen or Yuan? The law of one price and economic integration in Asia
Authors: Dang Vinh Q. T. , Yang Yu (Alan) , Chan Kenneth S. 
Published: July 2017

AbstractUsing highly comparable local retail prices of 146 goods and services across 18 Asian countries over 1990–2014, we analyse price dispersion and test convergence to the law of one price (LOP) for these prices around three price benchmarks—Asia‐average, Japan and China prices—to gain insight about market integration in overall Asia as well relative integration of Asian economies to Japan and China. Cross‐Asia price dispersion around China‐price benchmark, for both tradables and non‐tradables, diminishes significantly over the sample period whereas that around Japan‐price benchmark increases considerably, particularly after the 2008 crisis. There is convergence to the LOP for about half of goods and services in China‐ and Asia‐average price benchmarks. The percentage of convergent prices is significantly smaller in Japan‐price benchmark. Direct estimates of the convergence speed parameter also confirm these observations. Overall, our results show evidence of increasing economic integration in Asia in the last two decades. The process of price convergence appears to be driven by the emergence of China as the centre of economic gravity in the region. There is much room for improvement as economic integration in Asia is still far below that in Europe in the 1990s or USA in the 1980s.
A New Advance in Tunnel Ventilation Design Planning
Authors: Colino Mark P. , Rosenstein Elena B. 
Published: July 2017

The new train signaling, traction power and tunnel ventilation system coordination guidelines enacted in National Fire Protection Association (NFPA) Standard 130 have brought the necessity and cost of tunnel ventilation fan shafts into greater focus. The guidelines were aimed at coordinating the three aforementioned rail systems to control the number of trains that could be between successive ventilation shafts during an emergency — in recognition of the fact that the best protection to both incident and non-incident train passengers and crew is to allow no more than one train in each ventilation zone. Though based in safety, these new NFPA guidelines can substantially expand the capital cost and environmental impact of new rail tunnel projects by adding more ventilation shafts and tunnel fan equipment to the scope of work. In addition, the resulting increase in the required number of ventilation shafts and tunnel fan equipment can hinder existing railroad properties as they seek to either increase their train throughput rates, or reduce their tunnel electrical infrastructure. Fortunately, a new kind of emergency ventilation shaft has been developed to facilitate compliance with the NFPA 130 Standard without the excessive capital cost and far-reaching environmental impacts of a traditional emergency ventilation shaft. This new kind of emergency ventilation shaft is called the Crossflue.
The Crossflue is a horizontal passage between parallel rail tunnels with a single ventilation fan-motor unit installation. The Crossflue fan is designed to transfer air/smoke flows from one (occupied, incident) tunnel to another (unoccupied, non-incident) tunnel — thereby protecting the incident tunnel at the expense of the non-incident tunnel. The Crossflue passage has angled construction to allow a smooth transition of airflows both into and out of the adjoining tunnels. In addition to the fan, the Crossflue contains a ventilation damper, sound attenuators, ductwork transitions and flexible connectors within the fan equipment line-up; the functionality of all this mechanical equipment is described in the paper. To preserve underground space and minimize the rock excavation, the Crossflue fan is both remotely-powered and remotely-controlled; the fan is only operated as part of a pre-programmed response to tunnel fire events. The methodology utilized to design the Crossflue was taken from the Subway Environmental Design Handbook (SEDH); the SEDH [1] was specifically developed for rail tunnel ventilation design and is the preeminent reference volume in the industry. In summary, the Crossflue provides a dual benefit of achieving NFPA 130 compliance, while at the same time minimizing the construction, equipment, environmental, and energy costs of a traditional tunnel ventilation shaft.
Pressure Measurements at the Tie-Ballast Interface in Railroad Tracks Using Granular Material Pressure Cells
Authors: Liu Qingjie , Lei Xiaoyan , Rose Jerry G. , Purcell Macy L. 
Published: July 2017

It has been desirable for years to develop a reasonably simple, direct, accurate, and reliable method to measure pressure distributions in railroad trackbeds, especially the pressure magnitudes and distributions at the tie-ballast interface. In this study, specially-designed granular material pressure cells were used to measure pressure magnitudes and distributions. The cells were placed directly under the rail-tie intersection at the tie-ballast interface.
Initially, a MTS test machine was used to conduct a series of laboratory tie-ballast box tests for a wide variation of ballast types and loading configurations. The adequacy of the cells for in-track measurements was verified with a series of very controlled laboratory tests and measurements using simulated trackbed sections and loading conditions. Excellent correlations were obtained comparing applied machine pressures and measured transferred cell pressures indicating that this type of pressure cell is suitable for in-track tie-ballast pressure measurements. This preliminary testing sequence is briefly described.
A series of in-track wood tie tests were conducted on a yard lead track on a shortline railroad, Transkentucky Transportation, to optimize the in-track installation procedures and to obtain pressure measurements using repeated passes of low-speed locomotives and cars. A normalized pressure distribution was obtained by using metal shims when necessary to fill voids between the ties and pressure cells to insure continuous tie-ballast contact. This test sequence is presented and described.
Additional in-track tests were conducted on Norfolk Southern Railway’s heavy tonnage concrete tie Class 4 mainline with train speeds of up to 64 km/h. Data was obtained for numerous passages of revenue trains over a period of several months for variable weights and types of locomotives and freight cars at typical train speeds. The average pressure intensities at the tie-ballast interface were acquired for six consecutive ties comprising a complete revolution of the wheels. This data is presented and the results discussed.
On Railroad Tank Car Emergency Braking Performance
Authors: Renze Kevin J. 
Published: July 2017

Crude oil and ethanol unit train derailments sometimes result in the release of large volumes of flammable liquids which ignite and endanger the safety of persons, property, and the environment. Current methods to reduce the probability and mitigate the consequences of High-Hazard Flammable Train (HHFT) derailments include operational speed constraints, enhanced tank car design/build requirements, improved car and track inspection and maintenance, and use of advanced braking systems. The train brake system can dissipate more energy in a derailment scenario if the brake signal propagation rate is increased, the brake force against the wheel tread is increased, or a combined approach is used.
This paper describes a simplified energy conservation model used to determine the emergency braking stopping distance and energy dissipation benefits available for three advanced train braking systems. A 3×3 matrix of brake configurations was defined by three brake signal propagation rates and three car net braking ratio (NBR) values. The brake signal propagation rate was modeled for trains with conventional head-end locomotive power, pneumatic car braking, and no two-way end-of-train device (CONV); locomotive distributed power with pneumatic car braking (trailing DP); and locomotive power with electronically-controlled pneumatic (ECP) braking. Car NBR values of 10, 12.8, and 14 percent were selected to reflect the expected brake force range available from older equipment in the existing tank car fleet (10% NBR) to the maximum acceptable value for new or rebuilt cars (14% NBR).
Various in-train emergency brake application scenarios for loaded unit trains were modeled while accounting for the gross effects of derailment/collision blockage forces. Empirical data from four trailing distributed power train derailment events were used to estimate an average derailment/collision blockage force (ADF) and simulate the trailing consist braking performance. The ADF results were subsequently used in a more general tank car unit train parametric study to evaluate the effects of train speed, track grade, and in-train derailment position for each brake configuration in the matrix. The simplified energy conservation model was used to 1) quantify the number of trailing consist cars expected to stop short of the derailment location and 2) compare the car-by-car energy state of each car in the trailing consist that was calculated to reach the derailment location. Results for the empirical and parametric study cases are compared graphically and observations are discussed relative to two assumed baseline brake configurations.
Failure Analysis of LNG Rail Locomotives
Authors: LaFleur Chris B. , Muna Alice B. , Groth Katrina M. , St. Pierre Matthew , Shurland Melissa 
Published: July 2017

This paper presents a risk assessment of a Liquefied Natural Gas (LNG)/diesel hybrid locomotive to identify and rank failures that could result in the release of LNG or Gaseous Natural Gas (GNG) to the surrounding environment. The Federal Railroad Administration (FRA) will analyze industry safety assessments of the proposed rail vehicles and the goal of this risk analysis is to identify and prioritize hazard scenarios so the FRA can ensure that they are properly addressed. For operational activities, a Failure Modes and Effects Analysis (FMEA) was performed to identify high risk failure modes. A modified hazard and operability study (HAZOP) methodology was used to analyze hazard scenarios for the maintenance activities for the LNG and Compressed Natural Gas (CNG) dual-fuel locomotives and the LNG tender car. Because refueling operations are highly dependent on human interactions, a human factors assessment was also performed on a sample refueling procedure to identify areas of improvement and identify best practices for analyzing future procedures.
The FMEA resulted in the identification of 87 total failure modes for the operational phase, three of which were deemed to have a High risk priority, all involving the cryogenic storage tank. The HAZOP for the LNG tender resulted in the identification of eight credible hazard scenarios and the HAZOP for the locomotive in the maintenance mode identified 27 credible hazard scenarios. The high and medium risk failure modes and hazard scenarios should be prioritized for further analysis.
Quantification of Rail Displacements Under Light Rail Transit Field Loading Conditions
Authors: Canga Ruiz Alvaro E. , Csenge Matthew V. , Edwards J. Riley , Qian Yu , Dersch Marcus S. 
Published: July 2017

While timber crossties are widely used in North America, the popularity of concrete crossties has increased significantly in recent years. Concrete crossties require the use of premium elastic fastening systems to have a proper and stable system.
The primary role of fastening system is to attach the rail to its support preserving track geometry. For this reason, past research has focused on its development and behavior. Even though a large amount of research has been conducted on heavy-haul freight railroad systems, little work has been conducted to focus on rail transit systems. Therefore, a field analysis of the behavior of fastening systems under rail transit system loading conditions has been executed, focusing on light rail transit loading conditions.
To perform this study, revenue service field data were collected on a light rail transit system. The instrumentation used and how it was installed on site are described in this paper. The critical quantitative metric discussed in this study is the relative displacement of the rail with respect to the concrete crosstie. Analyzing vertical and horizontal displacements, as well as rotation, the performance of the fastening system can be evaluated. For this purpose, different sites on the same rail system were selected for study, comparing both curve and tangent track geometry. In addition to this, the movement of the rail under every axle of the light rail vehicle has been studied in detail.
In summary, an analysis of how the rail performs in terms of displacement under light rail transit loading conditions has been completed. Based on field data, the analysis allows the reader to understand how the rail displaces under the given loads when it is installed in a ballasted concrete crosstie track and restrained by elastic fastening systems.
Solutions for Cross-Border Technical Interoperability With ERTMS: ERTMS-PTC Convergence
Authors: Fanea Alex 
Published: July 2017

This paper provides an overview of current solutions for Cross-Border technical interoperability offered by ERTMS and introduces convergence points between the ERTMS and PTC system architectures.
Seen as an overlay system for legacy national ATP/ATC in Europe, ERTMS definition was initiated with the announced purpose of solving cross-border technical interoperability. Beyond the carrier for voice and data radio communications, the paper will introduce the current technical solutions to ensure interoperability, the building blocks and founding principles, focusing on key requirements and design choices.
The reasons for the global success of ERTMS well outside Europe will be explored, offering the author’s view on factors that influenced decision making in favor of ERTMS-based system solutions, and provided significant commercial success (end of 2014, more track-km were fitted with ERTMS outside Europe). The same system architecture that ensured technical interoperability, allowed purchasing decisions supporting ERTMS, due to perceived inter-changeability of technical components (multi-vendor supply was ensured), along with public availability of detailed system specifications and hazard analyses.
To conclude, the paper will review the convergence points between ERTMS and PTC, and offer a possible way forward into using ERTMS building blocks for a PTC solution.
Development of Candidate New Emergency Warning Signals (EWS) to Improve Railroad Safety
Authors: Ross Jason , Campbell Tom , Parida Basant , Arnoldy Mark , Omar Tarek 
Published: July 2017

From the original “steam trumpet” built for locomotives in 1832 by the Leicester and Swannington Railway to modern air-pressure horns, train warning signals have not changed significantly in nearly 200 years. The effectiveness of train warning signals has been of particular concern for trespassers listening to music with headphones.
The authors have conducted research as part of a Federal Railroad Administration program to design and assess the effectiveness of candidate new emergency warning signal (EWS) sounds. This paper summarizes a literature review to understand the needs for a new EWS sound and principles of audible signal detection. Acoustic measurements were conducted of headphones to understand in-ear music levels and active and passive sound attenuation. Candidate EWS sounds were developed with a goal of maintaining the identification of a train approaching and increasing the sense of urgency and response time for trespassers to vacate the tracks. Testing of candidate EWS sounds was conducted in an audio booth and on-board a moving locomotive.
The research results have shown that a new EWS sound can maintain the association of a train approaching, increase the sense of urgency, reduce the reaction time for trespassers to vacate the tracks and improve safety on railroad corridors.
Challenges With Applying Axle Counter Technology in the USA
Authors: Hofbauer John 
Published: July 2017

There is a growing trend for transit agencies to evolve from wayside and cab-based signal systems to Communication Based Train Control (CBTC). With the complexity of CBTC, a failure of CBTC component could bring a transit system to a standstill. Implementing a secondary signal system can serve to minimize the consequences of a CBTC failure. It is paramount for a transit system to continue to operate, and axle counter technology can be a suitable candidate for use as a secondary signal system. Axle Counter technology has not been widely used in the U.S., but has been used for many years in Europe and the rest of the world. This paper will review and analysis the following:
1. Train Detection Systems; Track circuits vs. axle counters and the basic Principles of Axle Counting; check-in and check-out.
2. Implementing Electromagnetic Compatibility and the EMI standards used in European with previous testing of various axle counter systems, and the frequencies that have been selected, and the proper usage of these frequencies.
3. Testing of radiated emissions using existing guidelines and methods to analyze existing wayside and vehicle Electromagnetic Interferences (EMI), environment conditions, and the limitations of installing axle counters in an existing rail or transit system.
4. Recommendations for improving vehicle and wayside specifications and standards within the U.S. for dealing with installation of axle counter equipment and with failures and EMI emissions between railway devices.
Improving Rail Connectivity Through 3GPP Technology
Authors: Rothbaum David , Debsi Nabil 
Published: July 2017

In order to conduct rail operations safely and securely, operators need reliable train connectivity. With the advent of Intelligent Transport Systems, there are increased demands from this connectivity. This paper introduces the capabilities of 3GPP standard radio technology to meet the railway operator’s connectivity needs using a unified radio infrastructure. 3GPP is the 3rd Generation Partnership Project and provides the standards known to the public as 3G or 4G mobile telecommunications provided by the cellular phone operators. Recent developments in 3GPP standards make the technology suitable for use in both urban and mainline rail environments based on a private 4G LTE network owned and operated by the railroad agency. Since the 3GPP standard equipment ecosystem is shared by mobile operators, public safety agencies, utilities, and airports, the equipment cost is reduced compared to proprietary wireless techniques due to economies of scale. Using a dedicated radio network, all rail applications requiring wireless connectivity can traverse over a single radio infrastructure.
These rail applications include: CCTV real time passenger surveillance, mission critical push-to-talk voice, train control signalling (CBTC, ETCS or PTC), train telemetry, including real-time condition-based monitoring and passenger information systems. Using Quality of Service prioritization and pre-emption inherent to the LTE radio system, the mission critical railway applications always receive priority over non-mission critical functions. The FCC has recently announced the availability of the 3.5 GHz band to the public based on spectrum sharing. Spectrum sharing could be an acceptable option for railway application, provided it was given priority for mission critical functions. Current advances in LTE radio, notably Massive MIMO (multiple input, multiple output) antenna arrays, can provide coverage in 3.5 GHz band to a distance of over 1400 yards — which is less than the typical distance between stations. this transit agency dedicated network. Alternately sharing spectrum with Firstnet 700 MHz band should be explored.