This diploma thesis deals with modernization design of railway station Vranovice for 200 km/h speed according to a traffic demand and actual legislation not only in sectinon of access of people with mobility or orientation disability. The design consists of track direction and height adjustment including railway superstructure and substructure, and 2 island platforms which platform edge height is 550 mm above the top of the rail.

This master´s thesis is focused by problematic of creation railway map of the canceled mining railway in section Zbýšov u Oslavan – Babice u Rosic. This railway is being rebuilt to narrow gauge. The purpose was building of horizontal control, measuring of rail axis and surveying points. It issued from the legislation for this purpose. At next parts is given the procedure of preparatory, surveys, calculations and visualizing works.

The subject of the diploma thesis is to design a redevelopment of railway station Chrudim in order to meet current legislation on access of persons with reduced mobility. Two platforms with the platform edge height of 550 millimetres above the top of the rail have been designed. The amount of four running tracks through the station remains unchanged. Furthermore, the railway superstructure, railway substructure and the new drainage system was also designed.

This diploma thesis deals with reconstruction of the Podivín railway station. As part of the work, a new railway solution for the station will be proposed to increase the speed to 200 km / h, including the design of the railway superstructure, substructure and overall drainage. Furthermore, a total peronization will be proposed using two island platforms with a boarding edge height of 550 mm above the top of the rail.

Interruption of railway traffic creates important financial losses for the transportation utilities and society at large. At this moment, to limit this impact, the CN uses emergency girders stored around their territory to decrease the time to transport the materials to the site. However, this method is difficult to put in place and bypass of the traffic is not possible everywhere. The development of a portable railway bridge is interesting for this purpose. This structure has to be transported, erected and in services within 48h. This type of bridge should also be adjustable in length to allow reusing of the existing bearings, piers and abutments (5 to 28m of span). Between the steel superstructure possibilities, three solutions have been chosen: (a) plate girder, (b) through girder and (c) through truss. The geometry and the construction method are the particularities to consider. After those conceptions, the three alternatives have been analyzed as a function of many criteria. The number of bolts, the quantity of material and the dimension of the prefabricated sections were considered to determine the best solution for this kind of utilization.

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Production ramp up corresponds to « the period between the end of the production development and the full capacity utilization ». The manufacturing process often does not work perfectly during this early time of the new product production and some adjustments are necessary to obtain full capacity utilization. In order to assess the assembly process during this period, the train manufacturer Bombardier Transportation has created an improvement process called “VPI” (which stands for “Validation du Processus Industriel” or “Validation of the manufacturing process” in English). Its purpose is to “validate the material and the documentation for every movement independently” in order to ensure quality of final product and safety of the workers. It aims at detecting and solving rapidly safety problems and deviation from the normal process. This thesis is a case study of VPI during MI09 contract (new trains for ¨Paris subway). It aims at assessing VPI framework and identifies possible causes of the delay in validation of MI09 production process. Four main MI09 production line specificities have been identified: long assembly time, low production volume, system complexity and process variability. VPI framework meets partially these production line prerequisites. VPI is a process that allows systematizing problems detection, formalizing the improvement process and managing a high number of problems with a clear view of the VPI validation. The most important drawbacks of the VPI seem to be the lack of problems detection after the initial observation, problem definition framework and root cause analysis. Four reasons could explain the delays during the realization of VPI on MI09 contract: undetected problems, normal treatment timeframe for the improvements, inadequate objectives and lack of framework to select the best solution to solve problems. VPI may be improved by including root cause analysis, better problem definition and knowledge management between contracts. However, these methods are time consuming and a prioritization of the problem should be made. FMEA (Failure Mode and Effect Analysis) methodology may help to identify the problem on which the VPI should focus on.

Thesis (Ph. D.)--Ludwig-Maximilians-Universität, Munich. / "Literaturverzeichnis": p. 281-285.

Thesis (M. Soc. Sc.)--University of Hong Kong, 1984.

Thesis (PH. D.)--University of Chicago, 1915. / Originally issued by Houghton Mifflin company without thesis note. This issue is identical except for the addition of the thesis t.p. Includes index. "Bibliographical note": p. [241]-248. "List of cases cited": p. [249]-257. Also available on the Internet. Also issued online.