The starting point of the project was threat that commercial forces pose to the identity of today’s suburban centers. The value of a square or a non-commercial space to meet seems somehow forgotten since shopping malls and internet are our new meeting spaces. In the anonymous suburb Barkarby northwest of Stockholm the project aims to question the barrier often dividing commuter railway suburbs. The project realizes the urban values that the train inhabits and embraces the very artery that supplies the city with people. It is a first step towards a dense development enhancing the identity and status of the suburb, not trying to imitate the inner city core. Instead it competes with big scale commercial activities by suggesting qualities extracted from the suburb itself. An amphitheatre which questions the space between the highway and train, an activity path with more or less spontaneous activities and an multihall under the train tracks  altogether enriches each other and through visual guidance attracts people on a piece of ground otherwise difficult to exploit. / Utgångspunkten för projektet är det hot som kommersiella krafter utgör mot dagens förortscentrum. Vikten av ett torg eller annan icke kommersiell plats att mötas på glöms bort då gallerior och internet fungerar som våra nya mötesplatser. I den anonyma förorten Barkarby, belägen nordväst om Stockholm, strävar projektet efter att ifrågasätta den barriär som så ofta delar av området kring pendeltågsstationer. Projektet anammar de urbana kvaliteerna som tåget representerar och omfamnar själva anledningen till områdets befolkande. Det är ett första steg mot en tät stadsväv utanför stadskärnan, vilken också förstärker den lokala identiteten. Utan att härma innerstadens typlogi så förstärker projektet platsens status. Istället konkurrerar projektet med storskaliga kommersiella aktiviteter genom att erbjuda ett extract av förortens redan inneboende kvaliteter. En amfiteater som ifrågasätter utrymmet mellan motorvägen och tågspåren, ett aktivitetsstråk med mer eller mindre spontana aktiviteter och en multihall under tågspåren berikar varandra och genom visuell ledning attraherar folk på en plats som annars aldrig skulle utnyttjats.

I have always known that I would leave my hometown. Always been told that it is too boring for a dreamer, that it is a place where all ambition wanes. None of my childhood friends stayed; we all moved towards something bigger, something better- towards opportunities. We all moved, to some degree, south. Depopulation of rural communities is not unique to Norrland but Tankebanan investigates this topic within the context of the northern inlands of Sweden, exploring its industrial history and local conditions. The project aims to create an infrastructure strengthening the social and cultural capital of the inland by generating educational, entrepreneurial and identity building activities in the region. The site of the project stretches along Malmbanan, the railway transporting iron from the industries of the inland to the ports of Narvik and Luleå. The tracks are a physical trace of the industrial history of the region and therefor a suitable location for the project that proposes three fixed nodes along the railway, each targeting one specific aspect of the knowledge network. The nodes are Creation in Abisko, Education in Kiruna and Entrepreneurship in Gällivare.Tankebanan reprograms old carbarns within the towns into hubs of activity and optimism, aiming to challenge the pessimism often connotated with the region, causing people to leave. It aims to turn struggles into challenges and encourage young people to see the potential within themselves and within Norrland. This phase of the project explores the node of Education in Kiruna, which proposes an alternative university for those who wish to obtain a degree without leaving the north. The program consists of a public library and train station, educational facilities, conference rooms and accommodation for long distance commuters. It is hosted within a modular system, relating to the module of the train car and extending the network of the rails into the building.

The thesis deals with a vision of future of travel - the transport system hyperloop and aims to support the development of emerging technology. The aim is to further define the current traffic trends and determine the hyperloop system, to find its suitable language and overall integration into the Brno transport system. The Hyperloop station is located within the Brno Triangle, which consists of three interconnected stations - Dolní, Heršpice and Hlavní.

The aim of the thesis is to introduce the concept of the transport terminal in Hranice. The new building brings together bus and train station building services and creates a dignified gateway to the city. The building also serves as a local center of public facilities and local disruption of the barrier formed by the railway within the city.

Das Kolloquium Getriebetechnik findet seit 1995 im zweijährigen Turnus statt. Im aktuellen Tagungsband zum 9. Kolloquium in Chemnitz werden in 22 Fachbeiträgen aktuelle Lehr- und Forschungsschwerpunkte aus den Gebieten der Bewegungs-, Getriebe,- und Antriebstechnik, Berechnung und Simulation bis hin zu internetbasierten Wissensportalen vorgestellt. Besondere Themenschwerpunkte sind einerseits die aktuellen und zukünftigen Ausbildungsstrategien im Themengebiet der ungleichmäßig übersetzenden Getriebe an den Universitäten und Fachhochschulen. Andererseits werden die aktuellen F&E-Aktivitäten der einzelnen Professuren und Institute sowie Applikationen von Firmen präsentiert. Dabei stehen heute neben den mechatronischen Antriebssystemen auch verstärkt werkstofftechnisch bzw. bionisch geprägte Konzeptideen im Focus. Neben neuen und effizienten CAD-Lösungsstrategien zeigen die Beiträge ganzheitliche Lösungsansätze sowie den Einsatz der Mehrkörpersimulation und FEM im Umfeld der Getriebeentwicklung.

Die vorliegende Arbeit beschäftigt sich mit der Anwendung der indirekten Methoden zur automatisierten Lösung von einer bestimmten Klasse von Optimalen Steuerungsproblemen im Rahmen einer modellprädiktiven Regelung für Windenergieanlagen. In einem zweiten Teil wird der Einfluss dieser Regelungsmethode auf die Festigkeit des Triebstranges untersucht. Diese führt zu einer überproportionalen Beanspruchung und damit zu einer Reduktion der Betriebsfestigkeit. Es gilt entsprechende Randbedingungen für die der Regelung zugrunde liegenden Optimalen Steuerungsprobleme zu finden, so dass weiterhin die Energieausbeute maximiert werden kann, gleichzeitig jedoch die Beanspruchung durch die Regelung begrenzt wird.

Trafikverket, the Swedish Transport Administration, has been commissioned by the Swedishgovernment to make plans for new railway mainlines between the country’s three largest cities:Stockholm and Gothenburg/Malm¨o. The planned operating speed of the new mainlines isbetween 250–320 km/h. Train traffic at such high speeds across areas with soft soils may lead tolarge amplifications of the train induced ground vibrations, a phenomenon known as the groundvibration boom. The first observation of this phenomenon in practice occurred in Sweden in 1997,at the site Ledsg˚ard on the West Coast Line. This observation led to extensive investigationsand research. One of the research projects consisted of the development of the numerical calculationsoftware VibTrain by the Norwegian Geotechnical Institute, through which high speedtrain induced ground vibrations could be analyzed.The aim of this thesis has been to investigate whether VibTrain also could be used in planningworks for the new mainlines, specifically with respect to (i) evaluating the risk of the groundvibration boom and (ii) designing soil improvement measures. The investigation was conductedthrough calculations using the VibTrain software in three separate parts: (i) a verification of Vib-Train’s function on a modern computer by comparison with previous analyses for the Ledsg˚ardcase, (ii) a parametric study of the calculation model used in VibTrain and (iii) a comparison ofresults from VibTrain with results from the calculation software ωFE-N (¨Ulker-Kaustell 2016)for the location J¨arnasl¨atten in Ostl¨anken, a section of the new mainlines.The main findings from these calculations were:• The use of VibTrain on a modern computer worked well, and the verification of the program’sfunction through comparison with the Ledsg˚ard case yielded consistent results.• Modeling of soil improvement measures in the form of lime cement columns in VibTrain,using the method of equivalent modulus, gave results which principally agreed with theexpected behavior.• The comparison with results from the calculation software ωFE-N showed that the twoprograms agreed relatively well for a case with unimproved subgrade. In the analyzedcases with improved subgrade there were larger discrepancies, due to different modelingstrategies being used in the two programs.Based on the performed calculations, it is evident that VibTrain is best suited for initial assessmentsof the risk of the ground vibration boom. However, the calculation model is not sufficientlydetailed to be used in the design of soil improvement measures for the subgrade.

With the change that is taking place in the automotive industry, where production goes from producing internal combustion motor vehicles (ICE) to battery electric vehicles (BEV), this will lead to an increase in transportation of batteries. Batteries are components that are heavy, expensive, and classified as dangerous goods, which means higher demands on transport. The European commission has set a goal of being the first climate-neutral continent by 2050. This places high demands on transport and therefore it is of interest to investigate the most suitable modes of transport. The study aims to investigate whether transport by train or truck is best suited when battery cells for electric cars are to be transported. The factors that were examined are how the transports affect the environment through the amount of carbon dioxide emissions, the degree of filling that the transports achieve, its impact on tied-up capital and which alternative is best suited for the transport of heavy and dangerous goods. A delimitation was made to only study Volvo Car's emerging transport flow of battery cells somewhere in Central Europe to Sweden. The methods used in this report were semi-structured interview as well as document analysis and literature review. Interviews were conducted with Volvo Cars and with Green Cargo. Document analyses have been made of material produced by Volvo Cars. The results of this study showed that trains were best suited from an environmental perspective and in terms of the degree of filling, while the truck was best in terms of delivery precision. Concerning tied-up capital, benefits were seen for both modes of transport depending on the train's number of departures per week and how the train flow was planned. Regarding the aspect that batteries are classified as dangerous goods, no obstacles were seen regardless of the choice of transport method. This thesis intends to provide companies with information that can be of interest when choosing mode of transport. It will be applicable to stakeholders that transport heavy goods and that are in a state where they want to review their transport alternatives. / Med förändringen som sker inom fordonsindustrin, där produktionen går från att tillverka bilar med förbränningsmotorer till att producera bilar som drivs med hjälp av batterier så kommer detta att leda till en ökad transport av battericeller. Batterier är komponenter som är tunga, dyra och som klassificeras som farligt gods, vilket innebär höga krav på transporterna. Europakommissionen har satt som mål att Europa år 2050 ska vara den första klimatneutrala kontinenten. Detta ställer höga krav på transporter och därför är det av intresse att undersöka det bäst lämpade transportalternativet. Studien syftar till att undersöka om transport med tåg eller lastbil är bäst lämpat när battericeller till elbilar skall transporteras. De faktorer som undersökts är hur transporterna påverkar miljön genom mängden utsläpp av koldioxid, den fyllnadsgrad som uppnås under transporterna, dess påverkan på kapitalbindningen och vilket alternativ som var bäst lämpat för transport av tungt och farligt gods. En avgränsning gjordes till att endast studera Volvo Cars kommande transportflöde av battericeller mellan Tyskland och Sverige. Metoderna som användes i denna rapport var semistrukturerad intervju, dokumentanalys samt litteraturgranskning. Intervjuer har genomförts med Volvo Cars och med Green Cargo. Dokumentanalyser har gjorts av material som producerats av Volvo Cars. Resultaten av denna studie visade att tåg lämpade sig bäst ur ett miljöperspektiv och när det gäller fyllnadsgrad i lastbäraren, medan lastbil var bäst vad gäller leveransprecision. När kapitalbindning undersöktes sågs fördelar för båda transportslagen beroende på tågets antal avgångar per vecka och hur tågflödet planerades. Gällande aspekten att batterier klassas som farligt gods sågs inga hinder oavsett val av transportsätt. Detta examensarbete ämnar ge företag information som kan vara av intresse vid val av transportsätt. Rapporten kommer att vara tillämpbar för intressenter som transporterar tungt gods och som befinner sig i ett läge där de vill se över sina transportalternativ.

When a train enters a bridge, passenger sitting inside will feel a sudden bump in the track, which not only affect the riding comfort of the passengers but also put a dynamic impact on the bridge structure. Due to this impact force, we have very serious maintenance problems in the track close to the bridge structure. This sudden bump is produced when train travelling on the track suddenly hit by a very stiff medium like bridge structure. In order to reduce this effect, transition zones are introduced before the bridge so that the change in stiffness will occur gradually without producing any bump.   This master thesis examine the effect of track stiffness on the bridge dynamic response under different train speeds from 150 to 350 km/h with interval 5 km/h and also estimate the minimum length of transition zones require to reduce the effect of change in stiffness on the bridge. Study also gives us some guidelines about the choice of loading model of the train, location of maximum vertical acceleration, effect of ballast model on the results and minimum length of transition zone needs to include in the bridge-track FE-model, for dynamic analysis of the concrete bridges. To carry out this research MATLAB is used to produce an input file for the ABAQUS FEM program. ABAQUS will first read this file, model the bridge and then analysis the bridge. MATLAB will again read the result file, process the result data and plot the necessary graphs.   The Swedish X2000 train is used for this study, which has been modeled with two different methods: moving load model and sprung mass model, in order to see the difference in results. For verification of the MATLAB-ABAQUS model, a 42m long bridge is analysed and results are compared with known results. In this study, concrete simply supported bridges with spans of 5, 10, 15, 20, 25 m have been analysed.

Current Status Because we are waiting for transfer of the station, the railway is in a deplorable state. Technical and capacity (we can check 30 000 passengers per hour, during the fair is required 50 000 passengers per hour). During the reconstruction is needed to create a network of stations that are interconnected with the public transport. The train will become part of public transport and reduce the burden on the main station node. Move or don't move? The question which is difficult to answer. Both options have their advantages and disadvantages, and they are changing over time. The situation has changed very much in the advent of the financial crisis. Therefore, it should be professional discussion leading to the optimal solution. This does not happen, politicians are divided into two groups already know in advance that their pproposal is the best. Afterwards, looking for a reasons. I decided to check the option not move. The biggest drawback of this option is problematic construction (in service or temporary move). The biggest advantage is its link to public transport and the proximity to the town. Region Connection to the region is very important for me. This I see as a advantage of Brno, which should be further developed. Together with the development of public transport, automobile transport should be reduced. Barrier My work is trying to disprove the idea that the railway creates a barrier. On the contrary, I try to look at rail as a place that connects. Not only each stop, but the parts of the town as well. Construction Reinforced concrete arches are arranged in a triangle layout, creating a spatial truss. There is a train station in it. Trains ar placed on it. Typology The station is treated as free space, which is subsequently filled with different functions.These functions may be, if necessary, modified.