bluuebunny/crossref_metadata_2025_split huggingface dataset:
Real-World Benefits of the Diesel Warming System for Short Line Locomotives
Authors: Roy B. , Windover P. , Panzica L. , O’Neal K. , Tario J. , English J. 
Published: July 2013

Locomotive idle reduction technology has the potential to significantly reduce fuel consumption and related emissions, but its use is limited in short line railroads. These operations typically minimize capital investments and accept higher maintenance and operational costs that correspond with their specific work load at that time. Therefore, most use older locomotives that are less efficient and more polluting. This business model does not enable them to invest in new technology, especially if there is some risk because it has not been widely used for their particular application. New York State has an extensive network of 29 short line railroad operations that collectively own and operate approximately 42% of the overall railroad infrastructure. To justify the purchase of idle reduction technology, the short line operators need documented benefits with proof of short payback, reliability, and ease of operation. Therefore, New West Technologies and Power Drives Incorporated with funding from the New York State Energy Research and Development Authority and support from the New York State Department of Transportation are demonstrating the Powerhouse™ Diesel Warming Systems (DWS) on seven short line railroads operating in New York State.
The two Powerhouse™ DWS models demonstrated in this project are the 120V electric plug-in version (DWS-120) and the auxiliary power unit (DWS-APU). Allowing the locomotive to be shutdown in cold weather, both models heat the engine coolant with a diesel fired burner. The DWS-120 circulates the heated fluid with an electric water pump powered from a standard external 120VAC source. The APU model runs the pump with a small EPA-certified onboard diesel genset which provides added flexibility to where and when it can be used. Eleven locomotives were outfitted with this technology to evaluate the real-world operational experience, along with the benefits and cost savings that can be achieved from their use. This paper documents the energy, emission, and economic benefits realized by the multiple short line railroad partners that installed and utilized the Powerhouse™ DWS over the 2011–2012 cold season. The system provides an average fuel savings of 3.5 to 6.0 gallons per hour and emission reductions of up to 99% for NOX, 97% for PM, and 91% for CO2. In addition, feedback on the system’s performance and the technology’s noise reduction potential are presented. Overall, the anticipated outcome of this project is to validate the reduced fuel use, lower emissions, and lower costs, which will assist the business economics of an inherently efficient mode of transportation.
Establish a Time-Dependent Mass Rapid Transit Timetable: A Case Study for the Kaohsiung Mass Rapid Transit System
Authors: Hu Shou-Ren , Liu Chao-Tang 
Published: July 2013

The operation of a mass rapid transit (MRT) should consider the balance between total system costs and service level. For a MRT system, the main service is to provide passengers with the cost-affordable mobility, under the regulation of MRT service indicators; the government sets the minimum standards to ensure a certain level of MTR services. Thereby, how to establish an optimal operating timetable is one of the important operational issues for a MRT system.
In the past research concerning MRT operations, most researches focused on the issues of train delay, energy saving, route design or overall system operating regards, and placed less focus on the optimal timetable problem. In the Kaohsiung Mass Rapid Transit (KMRT) system, the total ridership has not reached a predicted level, but the service provided in terms of the Train Service Plan (TSP) is more than needed. Therefore, a time-dependent time table for the KMRT system is crucial to minimize total system cost while maintaining the certain level of train service.
In this research, we aim to develop a time-dependent timetable model which is able to dynamically adjust train schedule depending on the passenger spatio-temporal distribution demands during daily operation. The developed model will be solved by minimizing both the operating cost and passenger waiting cost. Finally, numerical case study and sensitivity analysis will be conducted to demonstrate the feasibility and effectiveness of the developed models and solution algorithms.
Observed Equipment Damage and Analytically Estimated Car Decelerations in Selected Passenger Train Accidents
Authors: Jacobsen Karina , Tyrell David , Llana Patricia 
Published: July 2013

The Federal Railroad Administration has conducted a number of detailed investigations of passenger train accidents which result in fatal injuries and/or multiple serious injuries. The objective of these investigations is to reconstruct the sequence of events and to determine the causal mechanisms for injuries and fatalities.
This paper presents a reconstruction of the sequence of events and the train collision dynamics results for three accidents:
- the passenger train to freight train collision with a closing speed of 80 mph in Chatsworth, California on September 12, 2008;
- the passenger train to freight train collision with a closing speed of 33 mph in Chicago, Illinois on November 30, 2007;
- the passenger train to freight car collision with a closing speed of 23 mph in Canton, Massachusetts on March 25, 2008.
The reconstructions are developed from information gathered during field investigations of occupant injury (via interview and reports), damage to the interior fixtures, structural damage to the equipment, and wayside damage. Engineering analyses are then conducted to integrate the data gathered during the field investigation, including train collision dynamics modeling which estimates the gross motions of each of the rail cars during the collision.
To assure that the model reasonably captures the collision dynamics, model results are first compared with the post-accident equipment damage information gathered in the investigations. The model is then used to estimate the severity of the decelerations experienced by the occupants. The Secondary Impact Velocity (SIV) provides an indication of severity of the interior environment experienced by the passengers and crew during the accident. In a companion paper, the SIVs are correlated with the observed level of damage to the interior seats and fixtures.
The selected accidents represent a range of collision conditions, with closing speeds from 23 to 80 mph, single- and multi-level passenger cars, and colliding freight equipment from a long train to a single car. The selected accidents are similar in that in all cases the passenger trains are locomotive-led. The differences in collision speed and mass of the colliding equipment resulted in substantial differences in the observed damage to the equipment as well as differences in the estimated SIVs. These differences are discussed in the paper.
Transloads: Freight Movement Efficiencies in the Next Decade
Authors: Thomson David M. 
Published: July 2013

This paper will present the criteria for the marketing, design and operational success of a transload facility. As the nation’s highway infrastructure continues to struggle with needed maintenance, the cost of fuel continues at historical highs coupled with a desire to reduce the overall carbon emissions of moving freight, alternative methods of moving product are required by shippers. Rail provides alternatives to accomplish the movement of intercity freight while addressing many of these concerns.
Transload facilities, taking product from trucks to railcars or vice versa, provide a mechanism for non-railroad served industries to utilize rail transportation. The design of the facility, its level or frequency of service from the railroad, its internal layout, operational and inventory systems, and material handling systems for the product being handled are all important considerations that must be understood and optimized for these facilities to be successful.
Profitable operation and growth of a transload facility is a challenge met by combining knowledge about trucking, warehousing and railroading. After managing a large transload network while with a Class One railroad, owning and operating transloads, designing them for a variety of commodities, and interviewing Operators across the country over the past 15 years, I have found a few critical success criteria to be consistent across all transloads.
Modal Analysis on a High Speed Train Based on Forced Excitation From Track
Authors: Erviti Calvo Lara Ma , Agirre Castellanos Gorka , Portillo Igor Alonso , Garcia Prada Mayi 
Published: July 2013

The more demanding safety and comfort requirements combined with the increasing maximum speed of trains have lead to a growing concern in aspects such as the determination of the modal parameters of railway vehicles. Until now, the modal parameters of a vehicle have been obtained by EMA (Experimental Modal Analysis) based on the application of an impact force on the vehicle frame. However this kind of test is not optimal for railway vehicles because, due to their large dimensions, an impact force is unable to excite all the points of the structure. Also, with this method only the structural modes can be analyzed. Because of these drawbacks, a new modal analysis methodology is proposed, in which the excitation force comes from a specially designed shaker mounted under a point of a test track. In this manner, real excitation conditions can be simulated and it allows to determine not only the structural modes, but also the vibration modes associated with the suspensions.
In first place, a description of the test facilities is presented. Afterwards, we present a test carried out in one of the coaches of a high speed train. The instrumentation employed, test methodology and test results are described. Finally, the test results are compared with the results obtained from a modal test in which impact excitation was used. Also the vibration modes obtained in the test are compared with the theoretical ones, which have been calculated with a combination of a FEM (Finite Element Method) and a MBS (Multi-Body Simulation).
Enhanced Electro-Osmotic Flow Pump for Micro-Scale Heat Exchangers
Authors: Al-Rjoub Marwan F. , Roy Ajit K. , Ganguli Sabyasachi , Banerjee Rupak K. 
Published: July 2013

Non-uniform heat flux generated by microchips can create “hot spots” in localized areas on the microchip surface. This research presents an improved design of an active cooling electro-osmotic flow (EOF) based micro-pump for hot spots thermal management. The design of the micro-pump was simpler and more practical for the application compared to designs presented in literature.
Most micro-channel heat sink devices presented in literature were silicon based. Though silicon has better thermal conductivity when compared to polymers used in micro-devices fabrication, processes of silicon fabrication are complicated and time consuming. Also, most micro-channel fabrication processes use silicon etching which leads to rough walls within the micro-channel. An improved design, which uses a combination of silicon and Polydimethylsiloxane (PDMS), is being developed and tested. The main idea of this design is to utilize the favorable thermal properties of silicon while achieving both smoother charged surfaces and ease of fabrication of PDMS material.
The EOF micro-pump was tested for four cooling fluid namely, DI water, distilled water, borax buffer, and Al2O3 nano-particles suspended in water solution. A maximum flow rate of 31.2 μL/min was achieved using distilled water at 500 V of EOF voltage. Such micro-pump with this flow rate range can be implemented in a closed loop heat rejection system for hot spot thermal management. Moreover, it can be used in Lap-on-chip and uTAS application for sample transport.
Study of Specific Heat Capacity Enhancement of Molten Salt Nanomaterials for Solar Thermal Energy Storage (TES)
Authors: Yang Hongjoo , Banerjee Debjyoti 
Published: July 2013

The overall thermal efficiency of solar power plants is highly sensitive to the operating characteristics of the Thermal Energy Storage (TES) devices. Enhancing the operating temperature of TES is imperative for enhancing the thermal efficacy of solar power plants. However, material property limitations for high temperature operation severely limit the choice of materials for TES. Molten salts and their eutectics are promising candidates for high temperature operation of TES. To enhance the thermal and operational efficiency of TES, the thermo-physical properties such as the specific heat capacity and thermal conductivity of the materials need to be maximized. The specific heat capacity (Cp) of molten salt is relatively smaller than other conventional TES materials. Recent studies have shown that addition of nanoparticles to molten salts can significantly enhance their specific heat capacity. Several transport and energy storage mechanisms have been proposed to account for these enhancements. Primarily, the layering of solvent molecules due to inter-molecular forces (due to competition between adhesive and cohesive forces) is observed at solid-liquid interface, leading to the formation of a more dense or “compressed layer” of solvent molecules on the dispersed nanoparticles. The formation and existence of the compressed layer has been demonstrated experimentally and from numerical predictions (e.g., Molecular Dynamics/ MD models). To verify the enhancement of specific heat capacity of molten salt nanofluids, the influence of compressed layer has been explored in this study. This implies that for the same amount (or concentration) of nanoparticle, the ratio of surface/volume of the individual nanoparticles can change significantly depending on the nanoparticles size and shape — which in turn can affect the mass fraction of the compressed layer formed on the surface of the nanoparticles.
In this study, the specific heat capacity of the molten salt nanomaterials was investigated for: (a) silica nanoparticles in eutectic mixture of alkali chloride salt eutectics, and (b) silica nanoparticles in an eutectic mixture of alkali carbonate salts eutectics. The effect of the particle size distribution was considered in this study and it was observed that smaller nanoparticles contribute a larger proportion to the observed specific heat capacity enhancements. The size of distribution of the nanoparticles in the molten salt mixture/ nanomaterial (nanocomposites and nanofluids) was measured by using Scanning Electron Microscopy (SEM), and subsequently the actual number of nanoparticles (as a function of size) that were dispersed in molten salt fluid was calculated. The specific heat capacity of molten salt nanomaterial was calculated using a classical mixing model and by accounting for the contribution from the compressed layer in the mixture.
Process Stability and Energy Efficiency of the Grinding Process of High Performance Materials
Authors: Uhlmann E. , Sammler F. , Heitmueller F. , Hochschild L. , Sammler C. 
Published: July 2013

The application of high performance materials can lead to enhanced product properties. The associated challenging material properties set higher demands on the manufacturing processes. However, the ever-present demand for cost reduction of the manufacturing processes conflicts with the continuously increasing demands on product quality.
In principle, higher surface quality results in higher energy consumption. Higher geometrical demands in combination with difficult to cut materials lead to increasingly complex machine tool and subsystem solutions, which also contribute to the higher energy consumption. However, the full potential of a process is often not utilized in order to ensure that damages to the workpiece at the end of cost intensive and long value chains are avoided. This leads to the situation that complex machine tools equipped with high performance tools operate under significantly reduced productivity. This means that the production process itself must be reliable in particular during high performance machining.
In this paper, various grinding strategies were regarded in terms of possible increase in productivity and process stability. Furthermore a nonconventional option of flexible machining is presented. It will be shown that the process of speed stroke grinding of ceramic materials can be used as a highly productive alternative to reciprocating grinding and external cylindrical grinding with grooved cBN-grinding-wheels for example in the grinding of rolling bearing rings. The machining of high performance materials with simple machine concepts, such as robots, is presented with regards to more flexibility and at the same time machine accuracies comparable to these machine tools.
American Society of Mechanical Engineers Performance Test Code 34 – ASME PTC 34, Waste Combustors With Energy Recovery: What Is PTC 34 and How Can It Help You?
Authors: Deduck Stephen G. , Xiao Lambert 
Published: July 2013

ASME PTC 34 is a test procedure for determining the thermal capacity and thermal efficiency of systems (typically boilers) combusting waste fuels (typically Municipal Solid Waste - MSW) and for determining the higher heating value (HHV) of those waste fuels. The basis of the procedure is more commonly known as the “boiler-as-a-calorimeter” method. The need for PTC 34 arose from the difficulties in obtaining representative samples and accurate fuel analyses using traditional laboratory methods such as a “bomb calorimeter”. Unsuccessful attempts were made to come up with a larger “bomb calorimeter”, so a committee was formed to create PTC 34 which was published in 2007.
ASME PTC 34 is firmly based on the widely accepted boiler test code, ASME PTC 4 – “Fired Steam Generators”, but has several different challenges in having to measure the relatively difficult parameters of flue gas flow and moisture and fuel and ash quantities. As a result, the uncertainty of PTC 34 is higher. However, the philosophy of correcting results to standard, contract or reference fuel analysis is the same in PTC 4 and PTC 34. So, an industry approved Code for acceptance testing is available to the Energy-from-Waste industry.
ASME PTC 34 can be used in several ways depending on the analysis time period. It can be used for typical short-term, i.e. 8-hour, performance or acceptance tests, again with the ability to correct to reference fuel analyses. Alternatively, multiple “samples” of fuel HHV can be obtained using PTC 34. With the test data and HHV results, accurate correlations can then be generated to be able to make adjustments for varying fuel conditions in longer term, i.e. 7-day, throughput capacity testing. The 8-hour HHV determinations can also be used to validate or even calibrate correlations used over the life of a waste combustor as operating parameters stray from their normal ranges. Taken to the extreme, PTC 34 can be used as a basis for near-real-time monitoring of fuel quality or possibly combustion control. Recent developments of laser-based flue gas moisture instruments and the economizer heat balance method for determining flue gas flow make this leap possible.
The goals of this paper are to make the industry more aware of ASME PTC 34 and the guidance it contains on making the difficult measurements, to promote its use as a standard in the industry and to instill confidence in the time-tested and accepted process of making corrections to test results for off-design fuel characteristics.
Technology Selected for City of Los Angeles Waste-Conversion Facility Sets New Standards for Sustainable Waste Management Using WTE
Authors: Meo Dominic , Zwahr Heiner 
Published: July 2013

The technology selected by the Los Angeles Bureau of Sanitation for its new waste-conversion facility marks an unprecedented step forward in sustainable waste management. Developed by Green Conversion Systems (GCS) in Rye, New York, the proposed facility utilizes commercially-proven waste-treatment technologies which combine the proven benefits of a conventional materials-recycling facility (MRF) with technologies developed for the newest generation of waste-to-energy (WTE) facilities operating in Europe. As a result, the proposed plant will convert essentially all of the waste into electrical power and recyclable byproducts.
In the plant design developed by GCS, “black-bin” (post-curbside recycling) waste collected by the City of Los Angeles is treated in a two-step process:
• An advanced materials-recovery facility recovers almost 30 percent of the waste for recycling.
• The remaining waste is processed in an advanced WTE facility which produces electrical power and a range of commercial byproducts.
• More than 99 percent of the waste treated will be diverted from landfilling.
When the plant becomes operational, it will provide waste disposal at reasonable costs and several hundred direct and indirect jobs for the surrounding community.
Resource Recovery: The Contribution of Energy-From-Waste Plants
Authors: Koralewska Ralf 
Published: July 2013

Energy-from-Waste plants using grate-based systems have gained world-wide acceptance as the preferred method for the sustainable treatment of waste. Key factors are not only the reduction of waste volume and mass and the destruction or separation of pollutants but also the efficient production and use of energy (electricity, district heating/cooling, process steam), compliant disposal and the recovery of resources from combustion residues (e.g. metals, rare earths). International requirements relating to energy efficiency and materials recovery by means of thermo-recycling in Energy-from-Waste plants call for the continuing development and optimization of existing technologies and concepts.
The technologies and processes for the recovery of reusable materials from dry-discharged bottom ash and from filter ash point to the key role that Energy-from-Waste plants are able to play in the efficient conservation of resources. It is primarily thermal treatment with dry discharge and subsequent processing of the bottom ash fractions that enables Energy-from-Waste plants to justify their status as universal recyclers. In addition to recovery of the energy inherent in the waste, the treatment of dry-discharged bottom ash is an important contribution to compliance with raw material and climate policies and to the promotion of closing the material cycle in general. Furthermore, dry bottom ash discharge represents a further step towards waste-free operation and “after-care-free” landfills.
This paper documents the potential of Energy-from-Waste plants for the recovery of resources and provides examples of recent developments and large-scale implementations of innovative recovery technologies in Europe.
Practical Experience on Optimization of Combustion With Expert Systems From 12 WTE Plants in Europe and China
Authors: Danielsen Asger 
Published: July 2013

Process optimization of Waste to Energy plants (WtE plants) is of particular interest because control performance is crucial for the profitability of the overall operation of the plant.
WtE plants represent very large investments and an optimal efficiency in operation is crucial for the return of the investment. Process optimization including optimal control of the abnormal operating situations when the waste quality is out of the normal range is thus very attractive in order to increase the profitability and efficiency of the waste incineration operations.
This presentation will describe how high-level control based on expert system can be used in a practical and convenient way to provide a more efficient operation of a WtE plant and provide a capacity increase of 3–6% or more and thereby be a very attractive investment for an existing or new WtE plant operator.