Technological Innovations and Endogenous Changes in U.S. Legal Institutions, 1790-1920

Recent scholarship highlights the importance of institutions to the processes of economic growth, but the precise nature of their relationship bears further examination. This paper considers how the evolution of legal institutions has contributed to, and in turn been affected by, major technological innovations. The first section of the paper examines the U.S. intellectual property system. Patent and copyright laws, and their interpretation and enforcement by the federal judiciary, certainly influenced the course of technical and cultural change, but it is clear that they did not develop independently of the state of technology and of the economy. Both the statutes and their interpretations altered in response to the introduction and diffusion of new technologies. The second section explores in more detail the impact of some of these technological innovations -- including steamboats, railroads, telegraphy, medical technologies, and automobiles -- on the common law, regulation and insurance. Such technological advances often led to institutional bottlenecks, which then required accommodations in legal rules and their enforcement. Although the common law had some capability for economizing on legal adjustment costs through 'adjudication by analogy', the socio-economic changes wrought by major innovations ultimately produced more fundamental change in legal institutions, such as shifts in the relative importance of state and federal policies, and in the degree of reliance on regulation by bureaucracy. In sum, the historical record of the evolution of legal rules and standards in the United States indicates a remarkable degree of flexibility as such institutions responded to changing economic circumstances.

Public Policy on Safety and Security Railroad System in Indonesia

Implementation of the new law on railways are yet to be seen due to government regulation as executors being discussed. Government regulations mandated by Law No. 23, 2007 set as fast as 1 (one) year from the entry into force of the Act. Nevertheless in his closing conditions stated that at the time the Act came into force. All the implementing regulations of Law No. 13 1992 declared still valid this does not contradict or replaced under the Act contained in Law No. 23 of 2007 in line with the implementation of regional autonomy and decentralization intended by the Act No. 32 of 2004 on Regional Government and Government Regulation No. 38 2007 on delegation of authority from central to local governments. The quality of rail services, especially in economy class lately felt worse. Headway uncertain security condition, and the level of safety continues to decline. Train accident rate continues to rise, where in 2007 there were 116 accidents, an increase from the 2006 total of 107 times. More than 90% of accidents that occurred in 2007 caused by a Train derailment or overturned (Directorate of Railways, 2008). Key words: Policy, Safety, Railway, Passengers

AWARENESS AND ADOPTION OF INTELLIGENT RAILWAY TRANSPORT SYSTEM IN ZIMBABWE

The study seeks to investigate the awareness and adoption of modern technologies which are collectively called (IRTS) Intelligent Railway Transport Systems by the NRZ (National railways of Zimbabwe) of Zimbabwe. Adoption of these technologies are on an increasing trend in developed and developing countries, installation and implementation of a railway system called RailTracker in Tanzania has improved railway services in that country, in Uganda and Kenya the Rift Valley Railway (RVR) has introduced GPS technology to track trains. In India a system is used to detect defects in rolling stock while they are on the run. Where these systems have been implemented, they have significantly improved the efficiency, safety and quality of service of railway operations. In Zimbabwe the rail network is an important transport infrastructure enabling movement of goods and passengers. Primary research was carried out using questionnaires and semi structured interviews, data was collected from 67 participants comprising Engineers, Technicians, Train Drivers and Station Managers. 98% of the technical participants indicated that they were aware of IRTS however the adoption of the systems by the NRZ is at 0%. 100% of the Managers indicated that they were aware of IRTS and the company is willing to adopt them but currently no system has been installed Secondary research was conducted to identify and study similar projects elsewhere, their success as well as the difficulties encountered during their implementation. Secondary data was collected from books and the Internet. Article visualizations

Intelligent emergency management system for railway transport

Nowadays, a major safety challenge in rail transport is to manage the incidents and emergencies in the most efficient possible way. The current contingency plans tend to be based on static procedures not taking into account how real-time conditions affect them. Consequently, the decision-making process may well suffer delays and the possibility of occurrence for human mistakes could raise since the required measures are expected to be carried out under important pressure. In this study, focused on commuter trains, railway safety is enhanced by a new intelligent emergency management system which aims to support the operator tasks in a realtime incident or emergency situation. This cyber-physical system is composed by two main modules: one on board the train, including sensors and GPS, and other integrated in the control centre addressing four computational models. Those models cover (1) the detection of different types of incidents/emergencies using the information received from on board sensors, (2) the calculation of the evacuation process (if necessary), (3) the selection, estimation of routes and communication with emergency services required for each event, and finally (4) a provision of actions to support the operator decisions. Communication between modules is provided by GPRS due to actual technology available in the pilot trains. This system has been implemented in an actual railway line in Cantabria (Santander-Cabezón de la Sal) and three practical demonstrations were defined based on several use cases, which were tested using a pilot facility incorporating all sensors and devices installed in those trains. Results demonstrated the benefits of the new system.The authors would like to thank the Ministry of Economy, Industry and Competitiveness (MINECO) for funding the SIGNAL project on the frame of the Subprogram RETOS-COLABORACIÓN 2016 call (Ref-RTC-2016-5474- 4), as well as the European Union through ERDF funding under the objective of Strengthening Research, Technological Development and Innovation and also to SETELSA company for their partnership, dedication and support for the developing of the project

Improvement of Railway Signalling System by Using Cyber-Physical Model

The railway signalling system is the basic railway traffic management system. Constant changes in technology and traffic safety requirements have resulted in numerous solutions applied to date. The complexity of the railway management system dictates changes. However, the importance, volume and security of the railway management systems caused a rather slow adjustment to new technologies. Today, the main pillars of the development of new advanced systems are the Internet of Things, cloud computing, artificial intelligence, data analysis, Industry 4.0 and cyber-physical systems. Therefore, this paper will present the development of a cyber-physical model of the signalling system of a single-track railway. Observing the railway signalling system as a unique cyber-physical model enables the introduction of layered development and infrastructure upgrade. Such a comprehensive approach represents a kind of a turnaround in industrial development and planning, which results in more lasting solutions in the fields of traffic safety, efficiency and maintenance

TDOT 25-Year Long-Range Transportation Policy Plan, Safety, Security, and Transportation Reslience Policy Paper

https://digitalcommons.memphis.edu/govpubs-tn-dept-transportation-25-year-transportation-policy/1003/thumbnail.jp

Software reliability and dependability: a roadmap

Shifting the focus from software reliability to user-centred measures of dependability in complete software-based systems. Influencing design practice to facilitate dependability assessment. Propagating awareness of dependability issues and the use of existing, useful methods. Injecting some rigour in the use of process-related evidence for dependability assessment. Better understanding issues of diversity and variation as drivers of dependability. Bev Littlewood is founder-Director of the Centre for Software Reliability, and Professor of Software Engineering at City University, London. Prof Littlewood has worked for many years on problems associated with the modelling and evaluation of the dependability of software-based systems; he has published many papers in international journals and conference proceedings and has edited several books. Much of this work has been carried out in collaborative projects, including the successful EC-funded projects SHIP, PDCS, PDCS2, DeVa. He has been employed as a consultant t

OPTIMIZATION OF RAILWAY TRANSPORTATION HAZMATS AND REGULAR COMMODITIES

Transportation of dangerous goods has been receiving more attention in the realm of academic and scientific research during the last few decades as countries have been increasingly becoming industrialized throughout the world, thereby making Hazmats an integral part of our life style. However, the number of scholarly articles in this field is not as many as those of other areas in SCM. Considering the low-probability-and-high-consequence (LPHC) essence of transportation of Hazmats, on the one hand, and immense volume of shipments accounting for more than hundred tons in North America and Europe, on the other, we can safely state that the number of scholarly articles and dissertations have not been proportional to the significance of the subject of interest. On this ground, we conducted our research to contribute towards further developing the domain of Hazmats transportation, and sustainable supply chain management (SSCM), in general terms. Transportation of Hazmats, from logistical standpoint, may include all modes of transport via air, marine, road and rail, as well as intermodal transportation systems. Although road shipment is predominant in most of the literature, railway transportation of Hazmats has proven to be a potentially significant means of transporting dangerous goods with respect to both economies of scale and risk of transportation; these factors, have not just given rise to more thoroughly investigation of intermodal transportation of Hazmats using road and rail networks, but has encouraged the competition between rail and road companies which may indeed have some inherent advantages compared to the other medium due to their infrastructural and technological backgrounds. Truck shipment has ostensibly proven to be providing more flexibility; trains, per contra, provide more reliability in terms of transport risk for conveying Hazmats in bulks. In this thesis, in consonance with the aforementioned motivation, we provide an introduction into the hazardous commodities shipment through rail network in the first chapter of the thesis. Providing relevant statistics on the volume of Hazmat goods, number of accidents, rate of incidents, and rate of fatalities and injuries due to the incidents involving Hazmats, will shed light onto the significance of the topic under study. As well, we review the most pertinent articles while putting more emphasis on the state-of-the-art papers, in chapter two. Following the discussion in chapter 3 and looking at the problem from carrier company’s perspective, a mixed integer quadratically constraint problem (MIQCP) is developed which seeks for the minimization of transportation cost under a set of constraints including those associating with Hazmats. Due to the complexity of the problem, the risk function has been piecewise linearized using a set of auxiliary variables, thereby resulting in an MIP problem. Further, considering the interests of both carrier companies and regulatory agencies, which are minimization of cost and risk, respectively, a multiobjective MINLP model is developed, which has been reduced to an MILP through piecewise linearization of the risk term in the objective function. For both single-objective and multiobjective formulations, model variants with bifurcated and nonbifurcated flows have been presented. Then, in chapter 4, we carry out experiments considering two main cases where the first case presents smaller instances of the problem and the second case focuses on a larger instance of the problem. Eventually, in chapter five, we conclude the dissertation with a summary of the overall discussion as well as presenting some comments on avenues of future work