Godstransporter på väg förväntas öka avsevärt i framtiden om inga åtgärder vidtas. Politiska beslutfattare är medvetna om att situationen inte är hållbar och föreslår en bättre användning av alternativa transporter, vilket innefattar järnvägstransporter i en intermodal transport. Genom ett intermodalt system går det att uppnå kostnadsbesparingar och ett högre nyttjande av järnvägstransporter eftersom intermodala transporter möjliggör kombinationen av de specifika fördelar som varje transportslag har. Denna studie undersöker befintliga problem med implementeringen av intermodala transporter och vad det finns för alternativa lösningar som potentiellt kan främja intermodala transporter. Studien tar utgångspunkt i tidigare forskning om intermodala transporter och empirisk insamlat material från intervjupersoner inom branschen samt relevant data från rapporter. Det framkommer problem vid omlastningen och vid framkomligheten på järnvägen vilket har en negativ påverkan på kostnaden, tillförlitligheten samt snabbheten av transporten. Det framkommer även att flera transportrelationer och en högre frekvens av tjänster är en förutsättning för att intermodala transporter ska kunna producera kortare transporttider. Utmaningen med flera transportförhållanden i Sverige har varit att nyttjandegraden vid terminaler har varit låg eftersom det inte finns ett tillräckligt högt flöde mellan dessa relationer för att skapa en lönsamhet. Tågoperatörer anser att en högre hastighet och en högre lastvikt skulle innebära en ökad konkurrenskraft på marknaden. En högre hastighet och en högre lastvikt skulle även innebära en högre framkomlighet och en större mängd gods per transport. Omlastningen skulle dock fortfarande påverka tillförlitligheten och flexibiliteten negativt. Studien har undersökt Flexiwaggon som en alternativ intermodal transportlösning som potentiellt kan främja intermodala transporter. Flexiwaggon är likt den alternativa transportlösningen RoLa vars vision är att flytta vägtransporter till järnvägen. Gemensamt för båda lösningar är att främja användandet av intermodala transporter. Flexiwaggon visar potential vid omlastningen på grund av flexibiliteten genom den automatiserade omlastningstekniken. Detta betyder potentiellt besparande på terminal, personal och tillhörande omlastning utrustning. Det som talar emot Flexiwaggon är investeringskostnaden av vagnlösningen. Tågoperatörer investerar ofta i hela tågsätt och skulle behöva byta ut sitt befintliga tågsätt vilket minskar tågoperatörernas incitament för en alternativ intermodal transportlösning som Flexiwaggon eftersom kostnaden blir hög. / Road freight transport is expected to increase significantly in the future if no action is taken. Policymakers are aware that the situation is not sustainable and propose better use of alternative transport, which includes rail transport in intermodal transport. An intermodal system makes it possible to achieve cost savings and higher use of rail transport, as intermodal transport enables the combination of the specific advantages of each mode of transport. This study examines existing problems with the implementation of intermodal transport and what alternative solutions exist that could potentially promote intermodal transport. The study is based on previous research on intermodal transport and empirical collected material from interviewees in the industry as well as relevant data from reports. Problems emerge during transhipment and accessibility on the railway, which has a negative impact on the cost, reliability and speed of transport. It also emerges that several transport relationships and a higher frequency of services are a prerequisite for intermodal transport to produce shorter transport times. The challenge with several transport conditions in Sweden has been that the utilization rate at terminals has been low because there is not a sufficiently high flow between these relationships to create profitability. Train operators believe that a higher speed and a higher load weight would mean increased competitiveness in the market. A higher speed and a higher load weight would also mean greater accessibility and a greater amount of goods per transport. However, the transshipment would still have a negative impact on reliability and flexibility. The study has investigated Flexiwaggon as an alternative intermodal transport solution that could potentially promote intermodal transport. Flexiwaggon is similar to the alternative transport solution RoLa whose vision is to move road transport to the railway. Common to both solutions is to promote the use of intermodal transport. Flexiwaggon shows potential in transhipment due to the flexibility of automated transhipment technology. This means potential saving on terminal, personnel and associated transhipment equipment. What speaks against Flexiwaggon is the investment cost of the wagon solution. Train operators often invest in entire trainsets and would need to replace their existing trainset, reducing train operators' incentives for an alternative intermodal transport solution such as Flexiwaggon as the cost is high.

Primary objective of diploma thesis is design geometrical parameters of tracks at railway station Zruč nad Sázavou for three new platforms with acces options for paralyzed people and preservetion four railway tracks. Other objective is proposition of track drainage and reconstruction superstructure and substructure

The subject of this thesis is the optimization of forged high pressure elements of fuel accumu-lator of Common Rail System. The aim of this work is to assess the current state and design the individual high pressure elements in the CAD system. There is implemented strain and stress analysis in the FEM system Abaqus/CAE and in fatigue postprocessor FEMFAT for all designs. On the basis of this analysis are proposed optimized design solutions.

Tato diplomová práce je zaměřena na řešení problému praskání těsnících kuželů na tělesech railů při zkoušce dlouhodobé životnosti pomocí pulzního vysokotlakého testu. Hlavní částí je analýza vlivu těsnících zátek na namáhání těsnícího kuželu s následným návrhem nové zátky, která bude tvořit stejné nebo podobné zatížení všech komponent při pulzním testu jako vysokotlaká trubka, která se používá v sériové produkci. Další částí je ověření vlastností nové zátky pomocí vysokotlakého pulzního testu.

The main aim of this thesis is to define material parameters of Chaboche model of plasticity. Adjustment of the parameters has to correspond to the experimental datas. These datas are represented by an uniaxial strain controlled test curve for fewer than two cycles and also by cyclic stress-strain curve. After that, an cyclic tension-compresion test for various parameters of Chaboche´s model of plasticity is simulated in an ANSYS software. Finally, the most suitable configuration of Chaboche´s model of plasticity is used for cylindrical thick-walled body. Cylindrical body represents a simplified model of high-pressure tank of fuel (diesel) – rail in Common Rail system.

The wheel-rail contact is at the core of all research related to vehicle-track interaction. This tiny interface governs the dynamic performance of rail vehicles through the loads it transmits and, like any high stress concentration zone, it is subjected to serious damage phenomena. Thus, a clear understanding of the rolling contact between wheel and rail is key to realistic vehicle dynamic simulation and damage analyses. In a multi-body-system simulation package, the essentially demanding contact problem should be evaluated in about every millisecond. Hence, a rigorous treatment of the contact is highly time consuming. Simplifying assumptions are, therefore, made to accelerate the simulation process. This gives rise to a trade-off between accuracy and computational efficiency of the contact models in use. Historically, Hertz contact solution is used since it is of closed-form. However, some of its underlying assumptions may be violated quite often in wheel-rail contact. The assumption of constant relative curvature which leads to an elliptic contact patch is of this kind. Fast non-elliptic contact models are proposed by others to lift this assumption while avoiding the tedious numerical procedures. These models are accompanied by a simplified approach to treat tangential tractions arising from creepages and spin. In this thesis, in addition to a literature survey presented, three of these fast non-elliptic contact models are evaluated and compared to each other in terms of contact patch, pressure and traction distributions as well as the creep forces. Based on the conclusions drawn from this evaluation, a new method is proposed which results in more accurate contact patch and pressure distribution estimation while maintaining the same computational efficiency. The experience gained through this Licentiate work illuminates future research directions among which, improving tangential contact results and treating conformal contacts are given higher priority. / <p>QC 20130911</p>

M. Tech. (Industrial Engineering, Faculty of Engineering and Technology), Vaal University of Technology. / In South Africa, the provision of equitable and accessible public transport is still in the early stage of development and growth. PRASA has adopted programmes that drive and promote the implementation and integration of a universal design that should meet the varying requirements of its customers. PRASA acknowledges that its facilities should be focused on the delivery of public service that acts as a catalyst and enabler within South Africa in overcoming differentiation in gender, race, income, opportunity and mobility. Facilities’ managers and especially rail managers, through facilities planning, should provide proactive service delivery to its stakeholders. In South Africa, the majority of train stations are not designed to cater for persons with special needs. Therefore, these facilities must comply with national imperatives; resulting in a need to design new facilities or redesign current train stations’ facilities so as to accommodate the diversity of human characteristics within the population, as a whole, in order to promote equal access to services and opportunities for persons with disabilities as expected in all spheres of government. This means that there are dynamic and heterogeneous elements that should be controlled in the commuter rail system design. The redesigning of some train stations had been undertaken and improvements achieved at some train stations e.g. Gautrain. The issue that arises is that there cannot be a one-to-one transfer of model to design another facilities. This is due to the constraints of space, monetary costs and information on customers or level of activeness in the facility. Companies don’t always have a lot of money at their disposal making money to become an issue. If there’s an abundance of space then one can design the train layout the way he/she wants. However this is not always the case and therefore, the available space has to be planned accordingly. Furthermore, one needs to know information on (the number of) their customers in order to plan and be able to meet their requirements. This project proposes the use of an improved flow-pattern measurement technique (i.e. integration of techniques), specifically improved From-To-Chart techniques, to assess the efficiency of the current layout while considering the constraints of variables expectations from customers and variable rewards for rendering services to different types of customers. An improved and effective layout was then proposed. The efficiency of the proposed new layout was compared with that of previous layout so as to ascertain on stakeholders’ confidence. Simulated Annealing was also used to compare different peak periods and their efficiencies so as to decide on the layout that is suitable for the commuter rail system under the different peak scenario. The Direct Clustering Algorithm was furthermore employed to try to group facilities that render similar services into cells so as to minimise movement or material handling. Results revealed that a flexible train station layout whose flow pattern can be regularly adjusted to minimize costs and to accommodate the ever-increasing expectations should be adopted. It is hoped that station managers who adopt such guides will improve on customer’s expectations.

This thesis conducts research on the light rail transit (LRT)-line Tvärbanan in Stockholm regarding punctuality of dwell time (DT), focusing on the influence passengers have on the mean and the variance of DT. The eight major stops during rush-hours are analyzed through a combination of quantitative and qualitative analysis. DT is proved to be affected by many factors in a complex setting, with vast differences between stops and between train types, proving that the infrastructure, the platform design, and the train design is important factors. The overall core problem is the non-uniformity of passengers, which is caused mainly by (1) the platform layout, especially the locations of entrances/exits, (2) placement of the train doors in relation to platform obstacles, (3) connections to other means of public transportation, and (4) the overall placement of the entrances/exits at other stops in the same direction. Stop-specific measures and suggestions of overall improvements are proposed in order to reduce the mean and the variation of DT. / Detta examensarbete undersöker hur uppehållstid påverkas av passagerare på light rail-linjen Tvärbanan i Stockholm, vilket har haft en historia av höga och oförutsägbara uppehållstider. De åtta största hållplatserna under rusningstid är analyserade genom en kombination av kvalitativa och kvantitativa studier. Uppehållstiden beror på många faktorer i en complex miljö, där stora skillnader finns mellan de olika hållplatserna och de olika tågtyperna, vilket är ett bevis att infrastrukturen, plattformsdesignen och tågdesignen är viktiga faktorer. Grundproblemet är att passagerare är ojämnt fördelade på plattformarna, vilket är orsakat av (1) plattformsdesignen, speciellt vart ingångar/utgångar är placerade, (2) vart tågdörrarna stannar i relation till objekt på plattformen, (3) förbindelser till annan kollektivtrafik och (4) hur ingångar/utgångar är placerade över hela linjen i samma riktning. Övergripande och hållplatsspecifika åtgärder för att minimera uppehållstiden presenteras i rapporten.

The railway industry in Ethiopia has been an important way of communication and transportation for a long time. It is a developing sector with many national plans for future investments. However, the current major corridors of Ethio­-Djibouti and Awash­-Weldiya have interoperability issues due to two different signalling systems being used. Thus, this study was undertaken with the objectives of assessing technical interoperability of the Chinese signalling system (CTCS) and the European signalling system (ETCS), identifying a possible technical solution regarding the interoperability issues, and assessing the economic benefits of a harmonized system. Compatibility of the two signalling systems was analyzed particularly with respect tothe technical configurations by thoroughly investigating each system’s features and making interviews and having discussions with professionals who worked with the two systems. In addition, a life cycle cost analysis of the Ethio­Djibouti signalling system was done with data obtained from Ethiopian Railway Corporation and compared with average life cycle costs of ETCS level 1. After analyzing each system, two possible technical solutions were found to achieve interoperability between the two systems used in Ethiopia currently. The first technical solution is upgrading Ethio­Djiboutirailway line from the current CTCS level 0 to CTCS level 2 to be compatible with the new Awash­Weldiya line which will use ETCS level 1. The second technical solution to make the two systems interoperable is to install ERTMS as an overlay on the existing CTCS level 0 as ERTMS is designed as an overlay system that could be installed on top of an existing national infrastructure and vehicles. However, these technical solutions have to be tested in laboratory and onsite with respect to their practical and economical feasibility. / Järnvägsindustrin i Etiopien har länge varit viktig för kommunikation och transport. Det är en sektor under utveckling med många nationella planer för framtida investeringar. De nuvarande korridorerna i Ethio­Djibouti och Awash­Weldiya har emellertid interoperabilitetsproblem på grund av två olika signalsystem. Detta examensarbete har analyserat kompatibiliteten för de två signalsystemen särskilt med avseende på de tekniska konfigurationerna genom att noggrant undersöka varje systems funktioner och genom intervjuer och diskussioner med yrkesverksamma somhar arbetat med de två systemen. Dessutom genomfördes en livscykelkostnadsanalys av Ethio­Djibouti signalssystemet med den data som erhölls från Ethiopian Railway Corporation. Efter analys av varje system hittades två möjliga tekniska lösningar för att uppnå interoperabilitet mellan de två systemen som används i Etiopien för närvarande. Den första tekniska lösningen är att uppgradera Ethio­Djiboutis järnvägslinje från nuvarande CTCS nivå 0 till CTCS nivå 2 för att vara kompatibel med den nya Awash­Weldiya­linjen som kommer att använda ETCS nivå 1. Den andra tekniska lösningen för att göra de två systemen interoperabla är att installera ERTMS som ett överlägg på det befintliga CTCS­0 signalsystemet, eftersom ERTMS är utformat som ett överläggssystem som kan installeras ovanpå en befintlig nationell infrastruktur. Dessa tekniska lösningar måste dock testas i laboratorium och i fält med avseende på deras praktiska och ekonomiska genomförbarhet.

Thesis (MComm)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: Global rail reform is an important topic, especially seen against a backdrop of a worldwide requirement to facilitate modal shift back to rail. This modal shift is required because of growing environmental issues and rising freight cost concerns. Appropriate rail reform is also required to create an environment for South Africa’s freight railway to sustainably achieve modal shift to reverse this trend. This research is based on an idealised design approach that postulates an ideal virtual railway for South Africa, based on Transport Economic and market segmentation principles. It is accepted that major investment will be required to realise this ideal railway, but the exact role, positioning, institutional and organisational structures of the railway system require clarification. The established approach to provide this clarification in a typical business is, first and foremost, to understand the market that needs to be served through appropriate market segmentation. In this regard, the research presents: • an overview of South Africa’s surface freight transport industry, including the specific challenges faced by the industry and the historical evolution of the industry; • a benchmarking exercise of South Africa’s rail system against global rail systems; • a summary of global rail reform case references; • the need for transport economic regulation; • an analysis of current total surface freight flows (road and rail) across the geography of the country’s transport corridors, culminating in a freight flow market segmentation for South Africa informed by rail’s economic fundamentals; • the resultant effect of this analysis on the framing of an idealised network design; and • a rail reform proposal based on the idealised design. The research ‘imagines’ that the country has no existing railway system and analyse the manner in which specific freight (commodities and cargo types) actually flows from origin to destination by all modes of transport within the country’s freight logistics industry. The result of the freight market segmentation exercise informs the crafting of an ideal network. Using this ideal network as a starting point, the most appropriate rail reform option is considered against the background of benchmarking the current system. / AFRIKAANSE OPSOMMING: Die wêreldwye beweging vir ‘n modale verskuiwing terug na spoor is ‘n belangrike faktor wanneer spoorhervorming ter sake kom. Dit word as gevolg van die toenemende klem wat op omgewingskwessies gelê word en stygende vervoerkostes, vereis. Toepaslike spoorhervorming is ook in Suid-Afrika belangrik sodat‘n omgewing waarin Suid – Afrika se vragvervoer volhoubaar modale verskuiwing kan bereik, geskep kan word om sodoende ‘n modale verskuiwing te bewerkstellig. Die navorsing in hierdie tesis word op ‘n geïdealiseerde ontwerp benadering gegrond wat die ideale spoorweg vir Suid – Afrika postuleer. Vervoerekonomiese en marksegmenteringsbeginsels vorm die grondslag van die ontwerp. Beduidende investering sal benodig word om hierdie ideale spoorweg te laat realiseer, maar die presiese rol, posisionering, en institusionele en organisatoriese strukture van die spoorwegsisteem is nog onduidelik. Die gevestigde navorsingsgefundeerde benadering om hierdie vraagstuk te benader is om eerstens markvraag deur middel van marksegmentering, te bepaal. In hierdie opsig bied die navorsing: • ‘n oorsig van Suid–Afrika se landvragvervoerbedryf, insluitend die spesifieke uitdagings en historiese evolusie van die bedryf; • ‘n nomrstellingsoefening van Suid–Afrika se spoorsisteem teen globale spoorsisteme; • ‘n opsomming van globale spoorhervorminggevallestudies; • die behoefte aan vervoerekonomiese regulering; • ‘n analise van die huidige landvragvloeivolumes (pad en spoor) regoor die land se vervoerkorridors wat in ‘n vragvloeimarksegmentering vir Suid–Afrika uitloop, • die gevolglike effek van die analise op die ontwerp van ‘n geïdealiseerde network; en • ‘n spoorhervormingvoorstel gegrond op die geïdealiseerde ontwerp. Hierdie navorsing gebruik ‘n virtuele benadering naamlik dat die land geen bestaande spoorwegsisteem het nie en analiseer die vraag na vervoer op die fynste moontlike vlak. Die resultaat van die vragsegmenteringoefening word gebruik om die ideale netwerk te bou. Deur die gebruik van die ideale netwerk as ‘n uitgangspunt word die mees geskikte spoorhervormingopsie oorweeg met normstelling van die huidige sisteem as ‘n vergelykende agtergrond.