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Who is ultimately responsible for the harms that befall us? Corporations who make dangerous products, or the consumers who use them? The answer to this question has a profound impact on how personal injury lawyers screen products liability cases. In this chapter, I analyze results from an experimental vignette study in which 83 lawyers were asked to evaluate a hypothetical products liability case. Half of the lawyers practice in states considered to be difficult jurisdictions for the practice of personal injury law due to tort reform and conservative political climates (Texas and Colorado), while the other half work in states that have been relatively unaffected by tort reform and are considered to be more “plaintiff friendly” (Pennsylvania and Massachusetts). While lawyers in reform states and non-reform states were equally likely to accept the hypothetical case with which they were presented, they approached the case in different ways, used different theories, and made different arguments in order to justify their acceptance of the case. Lawyers in states with tort reform were most likely to accept the case when they focused on the issue of corporate social responsibility – that is, what the defendant did wrong, how they violated the rules, and how they could have prevented the injury in question. Lawyers in non-reform states, however, were most likely to accept the case when they believed that jurors would feel sorry for the injured child and not find their client at fault for the injury.

The public’s awareness of noise and vibration forms a significant barrier to further development of railways. This chapter begins with a short introduction to the main fundamental aspects of acoustics, including decibels, frequency analysis, the propagation of sound with distance and common measurement quantities. The main sources of railway noise are discussed, including rolling noise, impact noise, curve squeal and aerodynamic noise. Simple calculation procedures are described that can be used to assess the impact of railway noise and to compare it with legal limits. The final section is devoted to ground vibration, which is a related form of environmental disturbance.

The vehicle–track interaction and the resulting dynamic response of the vehicle involve a number of complex nonlinear problems. Large vertical loads act through a small contact patch leading to very high contact pressures. Transverse loads acting through this contact induce a relative velocity between wheel and rail expressed in non-dimensional form as a creepage. The wheel and rail profiles determine the contact patch shape and affect the ability of the vehicle to run stably. If the yaw stiffness of the axles is too low, the vehicle will become unstable at a relatively low speed; conversely, if the yaw stiffness is too high, the curving behaviour will be adversely affected. The vehicle suspension, especially the secondary suspension, also affects the ride comfort of passengers. Finally, it is shown how the speed profiles of accelerating and decelerating trains can be calculated from basic assumptions about the train power, adhesion and rolling resistance.

The experience of the 1990s renewed economists’ interest in the role of credit in macroeconomic fluctuations. The locus classicus of the credit-boom view of economic cycles is the expansion of the 1920s and the Great Depression. In this paper we ask how well quantitative measures of the credit boom phenomenon can explain the uneven expansion of the 1920s and the slump of the 1930s. We complement this macroeconomic analysis with three sectoral studies that shed further light on the explanatory power of the credit boom interpretation: the property market, consumer durables industries, and high-tech sectors. We conclude that the credit boom view provides a useful perspective on both the boom of the 1920s and the subsequent slump. In particular, it directs attention to the role played by the structure of the financial sector and the interaction of finance and innovation. The credit boom and its ultimate impact were especially pronounced where the organization and history of the financial sector led intermediaries to compete aggressively in providing credit. And the impact on financial markets and the economy was particularly evident in countries that saw the development of new network technologies with commercial potential that in practice took considerable time to be realized. In addition, the structure and management of the monetary regime mattered importantly. The procyclical character of the foreign exchange component of global international reserves and the failure of domestic monetary authorities to use stable policy rules to guide the more discretionary approach to monetary management that replaced the more rigid rules-based gold standard of the earlier era are key for explaining the developments in credit markets that helped to set the stage for the Great Depression.