The project under investigation here is a museum facility to house the full collection of historic Canadian trains currently on display at the existing Canadian Museum of Rail Travel located in Cranbrook, British Columbia. The site of the proposed museum is on a narrow strip of vacant land bordered along one edge by an operating railway yard and on the other by Highway 3/21 the major transportation route through Southern British Columbia. The intention of this siting is to allow the proposed museum to act as a backdrop to the city providing both a buffer between it and the industrial developments beyond the rail yards, as well as a reconnection of the City to the railway on which its history and development has been so dependant. The building itself is organized as two buildings (or layers) lying along side each other like rail cars on a series of tracks. The first building (entry building) houses the public activities of the museum including entry and information, gift shop, tea room/ cafe, temporary gallery, administration offices, archives, shipping/receiving and entrance to the orientation theatre. The second building (the train shed) houses the body of the collection and museum including the restored train sets and cars, elevated discussion space, orientation theatre, and restoration workshops. These two main buildings are connected by a long narrow spine which provides circulation from the entry building through the orientation theatre into the train shed and the collection itself. The spine also houses display areas and visible archives along its length which provide the passing viewer with further explanation of particular aspects of the museum's collection.

The principal of works means and reception of the solution, used for the investigation of rails flaw do not change. Even the newest microprocessor systems of rails’ flaw detection which is found in the latest year uses the simplest criteria’s, that are the amplitude of the reflected ultrasound signal and delaying time. While computer and microprocessor technology improves, the means of numerical measurement and possibilities of processing data, that is signals capable to measure the large majority of the more difficult structure and the algorithm or functions, are found out. The widest classification of the objects is used for identifications’ solution based on separating random processes. The acoustic diagnostic of engines and mechanics, sound and ultrasound defectoscopy, and objects’ identification in accordance with spread signals’ of noise that are in the random background and etc. are named in all those areas where the method of random processes’ classification is suitable.

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Projektziel ist die Aktualisierung bzw. Erweiterung der Datengrundlage zur Berechnung und Fortschreibung der Schienenverkehrsemissionen Sachsens im Bereich des Güterverkehrs, des Schienenpersonenfernverkehrs und des Rangierbetriebs sowie deren georeferenzierte Abbildung im GIS. Die Beschreibung des Ist-Zustandes bezieht sich dabei auf das Jahr 2010. Auf Basis der Fahrleistungen sowie der entsprechend des aktualisierten Fahrzeugeinsatzes ermittelten Emissionsfaktoren wurden motorbedingte und nicht motorbedingten Emissionen durch Abrieb berechnet. Die Emissionen wurden streckenspezifisch in t/km*a sowie absolut in t/a berechnet und auf das GIS des sächsischen Emissionskatasters übertragen. Die Ergebnisse liegen in Tabellenform sowie im Shape-Format vor.

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Rail corrugation is a periodic wear pattern that develops on the wheel and rail contacting surfaces in railway systems. It is a commonly observed phenomenon worldwide and is a serious problem because it causes degradation of the track and its components and is a significant source of noise. Currently the only reliable method of ameliorating the negative effects of rail corrugation is to periodically regrind the rail surface to a smooth profile, at great expense to the railway operator. It is therefore of interest to investigate other possible control strategies to reduce corrugation growth through an understanding of the mechanism of corrugation formation. This thesis presents an investigation into the effect of speed variation on the corrugation formation mechanism. The research presented is intended to highlight the significant role that speed variation has on corrugation formation via a disruption of the feedback mechanism which leads to corrugation growth over successive train passages. This discovery motivates the investigation the feasibility of altered speed variation as a novel corrugation control method, due to the large effect that the variance of train speed has on corrugation growth rates. The effect of variable pass speed on corrugation formation has been investigated in this thesis through the use of efficient models of corrugation formation in straight track and cornering conditions. These models are simple enough to readily perform corrugation control studies without neglecting any relevant physics, obscuring the corrugation formation mechanism with overly detailed modelling or imposing a significant computational burden on performing control studies. These novel models have been outlined and their predictions elucidated in detail. A theoretical investigation into the effect of speed variation in the presence of a resonance free mechanism for corrugation growth via a contact filter has been performed and shown to only be important when the dynamic wavelength of formation approaches the size of the contact patch. The results of these corrugation models have been validated via test rig and field experiments. An investigation of the effectiveness of speed variation as a corrugation growth control measure has also been investigated via test rig experiments. The results of this thesis have formed the basis of an industry supported field trail of this technique for corrugation mitigation that is currently in progress.

Zugl.: Aachen, Techn. Hochsch., Diss., 2006.

Zugl.: Erlangen, Nürnberg, Univ., Diss., 2007