Academic literature on the topic 'Austria railway'

The Galician rail network in Austria and Austria-Hungary was built before the outbreak of World War I. The first railway construction projects were developed in the 1830s. The construction of the first rail tracks began in the late 1840s. The first railway connecting Western and Eastern Galicia was put into operation in 1861. Before WWI, the Galician rail network spanned a total length of more than 4,000 km. The construction of local wide and narrow gauge railways began in the same period. The railway construction process, transport capacity and the railway infrastructure in Galicia have never been comprehensively studied in view of recently emerged data. This article offers a thorough analysis of the Galician network of strategic and local railways beginning from their construction to the outbreak of WWI.

The purpose of this paper is to study the objective economic aspects and prerequisites for the creating and functioning of regional railways in Bukovyna in the second half of the 19th – early 20th centuries. The deployment of railway construction on the lands of Bukovyna in the second half of the 19th century was associated with the processes of the capitalist structure formation in the economies of the countries that included these lands – Austria-Hungary and the Russian Empire. The successful activities of the large railway companies in Bukovyna were facilitated by their strong ties with banks and close mutually beneficial cooperation with various parts of the state apparatus of Austria-Hungary and the Russian Empire. There was certain dependence between railway companies and States that, on the one hand, companies could not do without financial assistance from the State. On the other hand, the State did not possess sufficient funds at the end of the 19th century to independently expand the railway network and it was forced to entrust the construction of railway lines to private companies. Banks willingly acted as founders of new private railway companies in Austria-Hungary, which intensively stimulated the development of railway construction in Bukovyna. The high degree of the capital concentration in comparison with the other branches of private capitalist production was one of the characteristic features of the railway companies of Bukovyna.

AbstractLiberalisation of railway market can be an important instrument for increasing the attractiveness of local rail services and consequently for making the railways more competitive with other means of transport, which could result in changing the modal share in the favour of railways. The differences in the railway liberalisation level as well as in the policies towards rail transport between Central and Eastern European countries are vast, hence the present situation and the future prospects of regional services are diverse. Whereas there is only one railway line in Slovakia which is not operated by the state railway company ZSSK, a few private local connections which complement a very dense network of ČD state railways are in service in the Czech Republic. Poland, by contrast, is a country where liberalisation of railway market is most advanced as several different companies are responsible for transport in the regions. However, the results of this large scale liberalisation are ambiguous as the positive effects (reopening of some lines) are balanced by isolation of the new regional government-owned systems from each other. In Austria, by contrast, the existence of several private and regional government-owned local railways which are an indispensable part of the regional transport networks has contributed to maintain an effective transport system. Although the effects of liberalisation on the local railway networks can often be ambiguous, several cases from the Czech Republic, Austria and Poland show that privatisation and municipalisation may have a positive effect on the railway service as it has enabled to maintain the service on many sections which were at risk of closure. However, the most important condition of the effective transport development seems to be an active cooperation between the railway operators and the local governments as an expression of appropriate transport policy.

This study aims to review the socio-political and economic preconditions of creation and beginning of operation of main railways in Bukovina. The analysis of scientific and memoir literature, recollections, review of archival sources allowed establishing the fact that the problem of formation and beginning of operation of the network of railways in Bukovina of the Austro-Hungarian period was not a subject of systematic and integral investigation. It was shown that the idea of building railways in Bukovina was also in the political and socio-economic interests of Austria in the south-eastern region of Europe because by laying railways, the imperial government provided itself with a favourable strategic position in the region. Based on the results of the study, it was established that with the construction of the Lviv-Chernivtsi-Iași railway, railway communications came to first place in the Austrian-Hungarian Empire in terms of material, technical, defense and economic potential.

The article analyzes the history of railway transport in Bukovina. Railway connections have played and continue to play an important role in the social and economic development of the region. Railway connections created new opportunities for the organization of cost-effective passenger and cargo transport. Railway lines organically combined passenger needs with the region’s economic interests. Railway transport also facilitated the general mobilization in the country on the eve of World War I. The study explores the evolution of major and local railways in Bukovina. The strategic importance of the network of major and local railways for the region’s development and its positive impact on all areas of life in Bukovina were analyzed. Special emphasis was placed on the strategic importance of Bukovina’s railways in the overall railway system of the Habsburg Empire. The study demonstrated that on the eve of the World War I at the beginning of the 20th century, Bukovina had numerous connections to external railways and played an important role in Austria-Hungary’s railway system. The railway system contributed to Bukovina’s status as a trade hub that exchanged goods with other districts in the empire as well as foreign partners.

The paper deals with the detection process of energy loss in electric railway hauling vehicles. The importance of efficient energy use in railways and cost-effective rail transport tendency toward regenerative braking energy are considered. In addition, the current situation and improvement opportunities to achieve efficient energy use are examined. Seven measurement series were performed with scheduled Railjet trains between Hegyeshalom and Győr railway stations in Hungary. This railway section is related to the Hungarian State Railways' No. 1 main railway line (between Budapest-Kelenföld and Hegyeshalom state board), which is a part of the international railway line between Budapest and Vienna (capitals of Hungary and Austria, respectively). This double-track, electrified railway line with traditional ballasted superstructures and continuously welded rail tracks is important due to the international passenger and freight transport between Germany, Austria, and Hungary. The value of the regenerative braking energy can be even 20-30% of the total consumed energy. This quite enormous untapped energy can be used for several aims, e.g., for comfort energy demand (air conditioning, heating-cooling, lighting, etc.) or energy-intensive starts. The article also investigates the optimization of regenerative braking energy by seeking the energy-waste locations and the reasons for the significant consumption. The train operator's driving style and habit have been identified as one of the main reasons. Furthermore, train driver assistance systems are recommended to save energy, which is planned for future research.

In Austria last years sequenced according modern technology successfully bridges were made from UHPC or UHPFRC [1], [2], [3]. A couple of well-done examples of these bridges I presented on the occasion of Prof. Sparowitz birthday publication in 2017 [2]. Recently in Austria another example of a railway bridge consisting innovative material UHPFRC - created as a composite construction - was projected by ZKP ZT GmbH by order of Austrian Railway Company ÖBB. Innovative and new is the application of Ultra-High Performance Concrete in combination with Steel S355J2+N creating a composite action in highest utilization of both material strengths and auxiliary connected with a steel panel. Construction work was done from March to September 2017, the bridge was finished in October 2017 in single railway track Lavanttalbahn near city Wolfsberg in Carinthia.

Abstract. Experience has shown that river floods can significantly hamper the reliability of railway networks and cause extensive structural damage and disruption. As a result, the national railway operator in Austria had to cope with financial losses of more than EUR 100 million due to flooding in recent years. Comprehensive information on potential flood risk hot spots as well as on expected flood damage in Austria is therefore needed for strategic flood risk management. In view of this, the flood damage model RAIL (RAilway Infrastructure Loss) was applied to estimate (1) the expected structural flood damage and (2) the resulting repair costs of railway infrastructure due to a 30-, 100- and 300-year flood in the Austrian Mur River catchment. The results were then used to calculate the expected annual damage of the railway subnetwork and subsequently analysed in terms of their sensitivity to key model assumptions. Additionally, the impact of risk aversion on the estimates was investigated, and the overall results were briefly discussed against the background of climate change and possibly resulting changes in flood risk. The findings indicate that the RAIL model is capable of supporting decision-making in risk management by providing comprehensive risk information on the catchment level. It is furthermore demonstrated that an increased risk aversion of the railway operator has a marked influence on flood damage estimates for the study area and, hence, should be considered with regard to the development of risk management strategies.

Abstract. Models for estimating flood losses to infrastructure are rare and their reliability is seldom investigated although infrastructure losses might contribute considerably to the overall flood losses. In this paper, an empirical modelling approach for estimating direct structural flood damage to railway infrastructure and associated financial losses is presented. Via a combination of event data, i.e. photo-documented damage on the Northern Railway in Lower Austria caused by the March River flood in 2006, and simulated flood characteristics, i.e. water levels, flow velocities and combinations thereof, the correlations between physical flood impact parameters and damage occurred to the railway track were investigated and subsequently rendered into a damage model. After calibrating the loss estimation using recorded repair costs of the Austrian Federal Railways, the model was applied to three synthetic scenarios with return periods of 30, 100 and 300 years of March River flooding. Finally, the model results are compared to depth-damage-curve-based approaches for the infrastructure sector obtained from the Rhine Atlas damage model and the Damage Scanner model. The results of this case study indicate a good performance of our two-stage model approach. However, due to a lack of independent event and damage data, the model could not yet be validated. Future research in natural risk should focus on the development of event and damage documentation procedures to overcome this significant hurdle in flood damage modelling.

This article presents an econometric analysis of the maintenance costs for the Austrian railway system. The data contain observations of track maintenance costs from 1998 to 2000. Our analysis identifies the cost driving factors in order to determine estimates of marginal costs, as required by the infrastructure provision principles of the European Union. The analysis identifies the variables "track length" and "transported gross-tons" as the principal cost determinants. Furthermore, we observe that total costs as well as marginal costs increase with (i) a high proportion of the track occupied by train stations, (ii) the number of switches within a track, (iii) narrow bends, and (iv) considerable slopes. Moreover average as well as marginal costs for secondary lines are significantly higher than for main lines. (author's abstract)
Series: Department of Economics Working Paper Series

Railway level crossing collisions in Australia are a major cause of concern for both rail and road authorities. Despite the fact that the number of railway crash fatalities in Australia has fallen in recent years, level crossing collisions constitute a significant proportion of the national rail toll. Although rail transport is presently one of the safest forms of land transport, collisions at level crossings are three times more likely to involve fatalities as compared to all other types of road crashes (Afxentis, 1994). With many level crossing fatalities and injuries resulting in coronial inquests, litigation and negative media publicity, the actions of rail and road infrastructure providers and the behaviour of motorists, pedestrians and rail users, come under close scrutiny. Historically, research in this area has been plagued by the rail/road interface and the separation of responsibilities between rail and road authorities reflecting the social and political context in which they are contained. With the recent rail reform in Australia, safety at level crossings has become a key priority area. Accordingly, there is a need to better understand the scope and nature of motorist behaviour at level crossings, in order to develop and implement more effective countermeasures for unsafe driving behaviour. However, a number of obstacles have hindered research into the area of level crossing safety. As with many road crashes, the contributing causes and factors are often difficult to determine, however a recent investigation of fatal collisions at level crossings supports the notion that human fault is a major contributor (Australian Transport Safety Bureau, 2002a). Additionally, there is a lack of reliable data available relating to the behavioural characteristics and perceptions of drivers at level crossings. Studies that do exist have lacked a strong theoretical base to guide the interpretation of results. Due to the lack of financial viability of continuing to approach risk management from an engineering perspective, the merits of human factor research need to be examined for suitability. In Australia, there has been considerable recognition regarding the importance of human factor approaches to level crossing safety (Australian Transport Council, 2003). However, little attempt has been made by authorities to scientifically develop and measure the effectiveness of road safety educational interventions. Therefore, there exists a significant need for developing targeted road safety educational interventions to improve current risk management solutions at level crossings. This research program is the first of its kind in investigating motorist behaviour at level crossings and the measuring the effectiveness of educational interventions for improving driving safety. Although other ‘educational’ campaigns exist in this field, no campaign or intervention has been guided by empirical research or theory. This thesis adopted a multidisciplinary approach to theory, reviewing perspectives from psychology, sociology and public health to explain driver behaviour at level crossings. This array of perspectives is necessary due to the variety of behaviours involved in collisions and near-misses at level crossings. The motivation underlying motorist behaviour determines to a large extent how successful behaviour change strategies (e.g. educational interventions) may be. Fishbein’s Integrated Model of Behaviour Change (IM) based largely on the health belief model, theory of reasoned action and theory of planned behaviour (Fishbein, 2000), assisted in the planning and development of a ‘oneoff’ targeted educational intervention specific for three different road user groups and in questionnaire development to ascertain the present context of motorist behaviour at level crossings. As no known research has been conducted that utilizes any psychosocial model to explain or predict level crossing behavior within different road user groups, this research program used this model as an exploratory tool rather than a tool to asses the model’s capacity in explaining such behaviour. The difference between this model and others is the inclusion of two important constructs in driving: skills (or abilities) and environmental factors. Fishbein (2003) suggests that the model recognises the lack of skills (or abilities) and/or environmental constraints may prevent a person from acting on their intentions, in light of the fact that intention is viewed as the primary determinant of behaviour. While the majority of behaviour change theories are limited by a range of conceptual and contextual factors (Parker, 2004), the IM was used to assist this research program as it appeared to be the most applicable model to examining level crossing safety. A variety of data collection methods were used in this research program as much of what is currently known about level crossing collisions is derived from coroner’s findings and statistics. The first study (Study One) was designed to extend this knowledge by undertaking a more thorough examination of contributing factors to level crossing crashes and the road user groups at risk. This study used the method of ‘triangulation’ (i.e. combining research methods to give a range of perspectives) whereby both qualitative (focus groups) and quantitative (modified Delphi technique) research designs were utilised (Barbour, 1999, Bryman, 1992). With the discipline of road safety research requiring methodological strategies that will enhance efforts to conceptualise the multi-faceted nature of motorist behaviour at level crossings, this application provided the robustness required. Results from the Delphi technique indicated that older, younger and heavy vehicle drivers are considered to be three of the highest risk road user groups by experts in the field. For the older driver group, experts agreed that errors in judgment were the most important issue for this group when driving at level crossings. Risk taking by younger drivers, such as trying to beat the train across the crossing, was viewed as the central issue for the younger driver group. Like the younger driver group, a concern by experts with the heavy vehicle group was intentional risk taking at level crossings. However, experts also rated the length of heavy vehicles a major concern due to the possibility of a truck over-hanging a crossing. Results from focus groups with train drivers in Study One indicated that there are unique problems associated with crossings in rural/regional areas compared to urban areas. The metropolitan train drivers generally experienced motorist behaviour at active crossings with flashing lights and boom gates while the regional train drivers experienced behaviours at active crossings with boom gates, crossings with lights only and passive crossings with stationary signs. In the metropolitan train driver group, experiences of motorist behaviour at level crossings included: motorists driving around boom gates, getting stuck under boom gates, queuing over congested crossings and driving through the crossing after the red lights commence flashing. The behaviour of motorists driving around boom gates was noted to occur quite regularly. The majority of metropolitan train drivers reported that it was a common occurrence for motorists to drive through a crossing when the lights are flashing both before and after the booms were activated and some crossings were named as ‘black spots’ (locations where motorists repeatedly violate the road rules). Vehicles protruding into the path of the train and motorists entering congested crossings and then panicking and driving backwards into the boom gates were also mentioned. Regional train drivers indicated that motorists not stopping or giving way to trains is a continual problem at passively controlled crossings (i.e. no boom gates or flashing lights). Regional train drivers generally agreed that the majority of motorists obey protection systems; however some motorists drive through flashing lights or drive around boom gates. Other high risk behaviours included motorists attempting to beat the train across the crossing, speeding up to go through flashing lights, and general risk taking by younger drivers in particular. Motorists not allowing enough time to cross in front of the train or hesitating (stopstarting) at crossings were also noted to be at high risk. There was a general perception by regional train drivers that motorists are unable to judge the speed and distance of an approaching train to determine a safe gap during which to cross. Local motorists were also reported to be a problem at level crossings for regional train drivers. A theme common to regional and metropolitan train drivers was the risk of catastrophic consequence associated with level crossing collisions. The reasons given for this were the threat of derailment, serious property damage, the high risk of a fatality, personal injury and, most earnestly, the potential for enduring psychological consequences. Drivers uniformly spoke about the continual fear they had of being involved in a collision with a heavy vehicle, and many spoke of the effects that such collisions had on train drivers involved. For this reason, train drivers were said to consider any near-miss incident involving trucks particularly serious. The second study undertaken as part of this research program (Study Two), involved formative research as part of the planning, development and delivery of behavioural interventions for each of the three road user groups identified in Study One. This study also used both qualitative and quantitative data collection methods to provide methodological triangulation and ensure reliability of the data. The overall objective of the qualitative data collection was to obtain rich data using a qualitative mode of inquiry, based on the key variables of attitudes, norms, self-efficacy (perceived behavioural control), perceived risk, environmental constraints and the skills/abilities of drivers. The overall objective of the quantitative data collection was to prioritise the issues identified in order to direct and allocate project resources for intervention planning, development and delivery. This combined recruitment strategy was adopted as it was an appropriate and practical data collection strategy within the qualitative and exploration methodology. Information obtained from each of the groups was critical in assisting, guiding, and identifying priority areas for message and material development. The use of focus groups and one-on-one interviews provided insights into why drivers think or do what they do at level crossings. The qualitative component of this study found that for the older driver group, regional drivers hold a greater perception of risk at level crossings than urban older drivers, with many recalling near-misses. Participants from the urban older driver group indicated that level crossings are not as dangerous as other aspects of driving, with many participants being doubtful that motorists are killed while driving at level crossings. Both urban and regional younger drivers tended to hold a low perception of risk for driving at level crossings, however many participants reported having great difficulty in judging the distance a train is from a crossing. Impatience for waiting at level crossings was reported to be the major reason for any risk taking at level crossings in the younger driver group. Complacency and distraction were viewed by heavy vehicle participants as two of the major driver factors that put them at risk at level crossings, while short-stacking (when the trailer of the truck extends onto the crossing), angle of approach (acute or obtuse angle) and lack of advance warning systems were seen as the major engineering problems for driving a truck at level crossings. The quantitative component of this study involving research with train drivers found that at the aggregate train driver level, it is apparent that train drivers consider motorists’ deliberate violations of the road rules and negligently lax approach to hazard detection as the predominant causes of dangerous driving at level crossings. Experts were observed to rank risk taking behaviours slightly lower than train drivers, although they agreed with train drivers that ‘trying to beat the train’ is the single most critical risk taking behaviour observed by motorists. The third study (Study Three) involved three parts. The aim of Part One of this study was to develop targeted interventions specific to each of the three road user groups by using Fishbein’s theoretical model (Integrated Model of Behaviour Change) as a guide. The development of interventions was originally seen as being outside of the scope of this project, however it became intertwined in questionnaire development and thus deemed to be within the realms of the current mode of inquiry. The interventions were designed in the format of a pilot radio road safety advertisement, as this medium was found to be one of the most acceptable to each of the road user groups as identified in the formative research undertaken in Study Two. The interventions were used as a ‘one-off’ awareness raising intervention for each road user group. Part Two involved the investigation of the present context of unsafe driving behaviour at level crossings. This second part involved the examination of the present context of motorist behaviour at level crossings using key constructs from Fishbein’s Integrated Model of Behaviour Change (IM). Part Three involved trialing a pilot road safety radio advertisement using an intervention and control methodology. This part investigated the changes in pre and post-test constructs including intentions, self-reported behaviour, attitudes, norms, selfefficacy/ perceived behaviour control, perceived risks, environment constraints and skills/ability. Results from this third study indicated that younger drivers recognise that level crossings are potentially a highly dangerous intersection yet are still likely to engage in risk taking behaviours. Additionally, their low levels of self-efficacy in driving at level crossings pose challenges for developing interventions with this age group. For the older driver sample, this research confirms the high prevalence of functional impairments such as increasing trouble adjusting to glare and night-time driving, restricted range of motion to their neck and substantial declines in their hearing. While factors contributing to the over-representation of older drivers in collisions at level crossings are likely to be complex and multi-faceted, such functional impairments are expected to play a critical role. The majority of heavy vehicle drivers reported driving safely and intending to drive safely in the future, however, there is a sub-set of drivers that indicate they have in the past and will in the future take risks when traversing crossings. Although this sub-set is relatively small, if generalised to the larger trucking industry it could be problematic for the rail sector and greater public alike. Familiarity was a common factor that was found to play a role in driving intention at level crossings for all three road user groups. This finding supports previous research conducted by Wigglesworth during the 1970’s in Australia (Wigglesworth, 1979). Taken together, the results of the three studies in this research program have a number of implications for level crossing safety in Australia. Although the ultimate goal to improve level crossing safety for all motorists would be to have a combination of engineering, education and enforcement countermeasures, the small number of fatalities in comparison to the national road toll limits this. It must be noted though that the likelihood of creating behavioural change would be increased if risk taking at level crossings by all motorists was detected and penalised, or alternatively, if perceptions of such detection were increased. The instilling of fear in drivers with the threat of punishment via some form of sanction can only be achieved through a combination of a mass media campaign and increasing police presence. Ideally, the aim would be to combine fear of punishment with the guilt associated with the social non-acceptability of disobeying road rules at level crossings. Such findings have direct implications for improving the present context of motorist behaviour at level crossings throughout Australia.

Railway level crossing collisions in Australia are a major cause of concern for both rail and road authorities. Despite the fact that the number of railway crash fatalities in Australia has fallen in recent years, level crossing collisions constitute a significant proportion of the national rail toll. Although rail transport is presently one of the safest forms of land transport, collisions at level crossings are three times more likely to involve fatalities as compared to all other types of road crashes (Afxentis, 1994). With many level crossing fatalities and injuries resulting in coronial inquests, litigation and negative media publicity, the actions of rail and road infrastructure providers and the behaviour of motorists, pedestrians and rail users, come under close scrutiny. Historically, research in this area has been plagued by the rail/road interface and the separation of responsibilities between rail and road authorities reflecting the social and political context in which they are contained. With the recent rail reform in Australia, safety at level crossings has become a key priority area. Accordingly, there is a need to better understand the scope and nature of motorist behaviour at level crossings, in order to develop and implement more effective countermeasures for unsafe driving behaviour. However, a number of obstacles have hindered research into the area of level crossing safety. As with many road crashes, the contributing causes and factors are often difficult to determine, however a recent investigation of fatal collisions at level crossings supports the notion that human fault is a major contributor (Australian Transport Safety Bureau, 2002a). Additionally, there is a lack of reliable data available relating to the behavioural characteristics and perceptions of drivers at level crossings. Studies that do exist have lacked a strong theoretical base to guide the interpretation of results. Due to the lack of financial viability of continuing to approach risk management from an engineering perspective, the merits of human factor research need to be examined for suitability. In Australia, there has been considerable recognition regarding the importance of human factor approaches to level crossing safety (Australian Transport Council, 2003). However, little attempt has been made by authorities to scientifically develop and measure the effectiveness of road safety educational interventions. Therefore, there exists a significant need for developing targeted road safety educational interventions to improve current risk management solutions at level crossings. This research program is the first of its kind in investigating motorist behaviour at level crossings and the measuring the effectiveness of educational interventions for improving driving safety. Although other ‘educational’ campaigns exist in this field, no campaign or intervention has been guided by empirical research or theory. This thesis adopted a multidisciplinary approach to theory, reviewing perspectives from psychology, sociology and public health to explain driver behaviour at level crossings. This array of perspectives is necessary due to the variety of behaviours involved in collisions and near-misses at level crossings. The motivation underlying motorist behaviour determines to a large extent how successful behaviour change strategies (e.g. educational interventions) may be. Fishbein’s Integrated Model of Behaviour Change (IM) based largely on the health belief model, theory of reasoned action and theory of planned behaviour (Fishbein, 2000), assisted in the planning and development of a ‘oneoff’ targeted educational intervention specific for three different road user groups and in questionnaire development to ascertain the present context of motorist behaviour at level crossings. As no known research has been conducted that utilizes any psychosocial model to explain or predict level crossing behavior within different road user groups, this research program used this model as an exploratory tool rather than a tool to asses the model’s capacity in explaining such behaviour. The difference between this model and others is the inclusion of two important constructs in driving: skills (or abilities) and environmental factors. Fishbein (2003) suggests that the model recognises the lack of skills (or abilities) and/or environmental constraints may prevent a person from acting on their intentions, in light of the fact that intention is viewed as the primary determinant of behaviour. While the majority of behaviour change theories are limited by a range of conceptual and contextual factors (Parker, 2004), the IM was used to assist this research program as it appeared to be the most applicable model to examining level crossing safety. A variety of data collection methods were used in this research program as much of what is currently known about level crossing collisions is derived from coroner’s findings and statistics. The first study (Study One) was designed to extend this knowledge by undertaking a more thorough examination of contributing factors to level crossing crashes and the road user groups at risk. This study used the method of ‘triangulation’ (i.e. combining research methods to give a range of perspectives) whereby both qualitative (focus groups) and quantitative (modified Delphi technique) research designs were utilised (Barbour, 1999, Bryman, 1992). With the discipline of road safety research requiring methodological strategies that will enhance efforts to conceptualise the multi-faceted nature of motorist behaviour at level crossings, this application provided the robustness required. Results from the Delphi technique indicated that older, younger and heavy vehicle drivers are considered to be three of the highest risk road user groups by experts in the field. For the older driver group, experts agreed that errors in judgment were the most important issue for this group when driving at level crossings. Risk taking by younger drivers, such as trying to beat the train across the crossing, was viewed as the central issue for the younger driver group. Like the younger driver group, a concern by experts with the heavy vehicle group was intentional risk taking at level crossings. However, experts also rated the length of heavy vehicles a major concern due to the possibility of a truck over-hanging a crossing. Results from focus groups with train drivers in Study One indicated that there are unique problems associated with crossings in rural/regional areas compared to urban areas. The metropolitan train drivers generally experienced motorist behaviour at active crossings with flashing lights and boom gates while the regional train drivers experienced behaviours at active crossings with boom gates, crossings with lights only and passive crossings with stationary signs. In the metropolitan train driver group, experiences of motorist behaviour at level crossings included: motorists driving around boom gates, getting stuck under boom gates, queuing over congested crossings and driving through the crossing after the red lights commence flashing. The behaviour of motorists driving around boom gates was noted to occur quite regularly. The majority of metropolitan train drivers reported that it was a common occurrence for motorists to drive through a crossing when the lights are flashing both before and after the booms were activated and some crossings were named as ‘black spots’ (locations where motorists repeatedly violate the road rules). Vehicles protruding into the path of the train and motorists entering congested crossings and then panicking and driving backwards into the boom gates were also mentioned. Regional train drivers indicated that motorists not stopping or giving way to trains is a continual problem at passively controlled crossings (i.e. no boom gates or flashing lights). Regional train drivers generally agreed that the majority of motorists obey protection systems; however some motorists drive through flashing lights or drive around boom gates. Other high risk behaviours included motorists attempting to beat the train across the crossing, speeding up to go through flashing lights, and general risk taking by younger drivers in particular. Motorists not allowing enough time to cross in front of the train or hesitating (stopstarting) at crossings were also noted to be at high risk. There was a general perception by regional train drivers that motorists are unable to judge the speed and distance of an approaching train to determine a safe gap during which to cross. Local motorists were also reported to be a problem at level crossings for regional train drivers. A theme common to regional and metropolitan train drivers was the risk of catastrophic consequence associated with level crossing collisions. The reasons given for this were the threat of derailment, serious property damage, the high risk of a fatality, personal injury and, most earnestly, the potential for enduring psychological consequences. Drivers uniformly spoke about the continual fear they had of being involved in a collision with a heavy vehicle, and many spoke of the effects that such collisions had on train drivers involved. For this reason, train drivers were said to consider any near-miss incident involving trucks particularly serious. The second study undertaken as part of this research program (Study Two), involved formative research as part of the planning, development and delivery of behavioural interventions for each of the three road user groups identified in Study One. This study also used both qualitative and quantitative data collection methods to provide methodological triangulation and ensure reliability of the data. The overall objective of the qualitative data collection was to obtain rich data using a qualitative mode of inquiry, based on the key variables of attitudes, norms, self-efficacy (perceived behavioural control), perceived risk, environmental constraints and the skills/abilities of drivers. The overall objective of the quantitative data collection was to prioritise the issues identified in order to direct and allocate project resources for intervention planning, development and delivery. This combined recruitment strategy was adopted as it was an appropriate and practical data collection strategy within the qualitative and exploration methodology. Information obtained from each of the groups was critical in assisting, guiding, and identifying priority areas for message and material development. The use of focus groups and one-on-one interviews provided insights into why drivers think or do what they do at level crossings. The qualitative component of this study found that for the older driver group, regional drivers hold a greater perception of risk at level crossings than urban older drivers, with many recalling near-misses. Participants from the urban older driver group indicated that level crossings are not as dangerous as other aspects of driving, with many participants being doubtful that motorists are killed while driving at level crossings. Both urban and regional younger drivers tended to hold a low perception of risk for driving at level crossings, however many participants reported having great difficulty in judging the distance a train is from a crossing. Impatience for waiting at level crossings was reported to be the major reason for any risk taking at level crossings in the younger driver group. Complacency and distraction were viewed by heavy vehicle participants as two of the major driver factors that put them at risk at level crossings, while short-stacking (when the trailer of the truck extends onto the crossing), angle of approach (acute or obtuse angle) and lack of advance warning systems were seen as the major engineering problems for driving a truck at level crossings. The quantitative component of this study involving research with train drivers found that at the aggregate train driver level, it is apparent that train drivers consider motorists’ deliberate violations of the road rules and negligently lax approach to hazard detection as the predominant causes of dangerous driving at level crossings. Experts were observed to rank risk taking behaviours slightly lower than train drivers, although they agreed with train drivers that ‘trying to beat the train’ is the single most critical risk taking behaviour observed by motorists. The third study (Study Three) involved three parts. The aim of Part One of this study was to develop targeted interventions specific to each of the three road user groups by using Fishbein’s theoretical model (Integrated Model of Behaviour Change) as a guide. The development of interventions was originally seen as being outside of the scope of this project, however it became intertwined in questionnaire development and thus deemed to be within the realms of the current mode of inquiry. The interventions were designed in the format of a pilot radio road safety advertisement, as this medium was found to be one of the most acceptable to each of the road user groups as identified in the formative research undertaken in Study Two. The interventions were used as a ‘one-off’ awareness raising intervention for each road user group. Part Two involved the investigation of the present context of unsafe driving behaviour at level crossings. This second part involved the examination of the present context of motorist behaviour at level crossings using key constructs from Fishbein’s Integrated Model of Behaviour Change (IM). Part Three involved trialing a pilot road safety radio advertisement using an intervention and control methodology. This part investigated the changes in pre and post-test constructs including intentions, self-reported behaviour, attitudes, norms, selfefficacy/ perceived behaviour control, perceived risks, environment constraints and skills/ability. Results from this third study indicated that younger drivers recognise that level crossings are potentially a highly dangerous intersection yet are still likely to engage in risk taking behaviours. Additionally, their low levels of self-efficacy in driving at level crossings pose challenges for developing interventions with this age group. For the older driver sample, this research confirms the high prevalence of functional impairments such as increasing trouble adjusting to glare and night-time driving, restricted range of motion to their neck and substantial declines in their hearing. While factors contributing to the over-representation of older drivers in collisions at level crossings are likely to be complex and multi-faceted, such functional impairments are expected to play a critical role. The majority of heavy vehicle drivers reported driving safely and intending to drive safely in the future, however, there is a sub-set of drivers that indicate they have in the past and will in the future take risks when traversing crossings. Although this sub-set is relatively small, if generalised to the larger trucking industry it could be problematic for the rail sector and greater public alike. Familiarity was a common factor that was found to play a role in driving intention at level crossings for all three road user groups. This finding supports previous research conducted by Wigglesworth during the 1970’s in Australia (Wigglesworth, 1979). Taken together, the results of the three studies in this research program have a number of implications for level crossing safety in Australia. Although the ultimate goal to improve level crossing safety for all motorists would be to have a combination of engineering, education and enforcement countermeasures, the small number of fatalities in comparison to the national road toll limits this. It must be noted though that the likelihood of creating behavioural change would be increased if risk taking at level crossings by all motorists was detected and penalised, or alternatively, if perceptions of such detection were increased. The instilling of fear in drivers with the threat of punishment via some form of sanction can only be achieved through a combination of a mass media campaign and increasing police presence. Ideally, the aim would be to combine fear of punishment with the guilt associated with the social non-acceptability of disobeying road rules at level crossings. Such findings have direct implications for improving the present context of motorist behaviour at level crossings throughout Australia.

[Truncated abstract] Rational order and play are often conceptualised as oppositional forces. In modern urban life especially, rational order is presented as destructive of a playful orientation towards life eschewing mystery through coherence, spontaneity through predictability, and contingency through systematic planning. In turn, the postmodern debate often asserts the reinvigoration of free, playful, and contingent individuals whose collective acts are destructive of the rationality of modern order with the present, in contrast to the past, offering a condition of enduring and unremitting uncertainty. This thesis explores the dynamic relation between rational order and play in urban society through an ethnographic account of a public commuter railway in Perth, Western Australia. Notwithstanding this ethnographic setting, the thesis addresses questions of broader significance through an analysis of the railway as an instance of public space and state techno-bureaucratic order. I investigate the creative process through which the state attempts to standardise the various operational components of the railway as well as the reasons underpinning the state's desire to produce what I term a 'clean machine'. In turn, I investigate how differentially positioned actors live within this carefully crafted machine. I do so by following the stories, experiences, and practices of: government administrators charged with building the railway; the managers who oversee the network's operation; the staff members who operate trains, clean stations, and discipline passengers; and the railway's end-users, including passengers and graffiti artists. ... In examining the two tensions of rational order/play and revelation/ concealment, I attempt to explicate how it is that people experience life as simultaneously coherent and serendipitous. In the thesis, I document the ways in which railway officials, passengers, and graffiti artists express a pervasive ambivalence towards their experience of the railway system. On the one hand, these actors experience the railway as a system of constraint that produces 'robotic' behaviours and automated transactions. On the other, they see the railway as a liberating space that enables autonomous expression and spontaneous interaction. By examining these contending experiences and associated sentiments, I highlight the railway as a stimulating site within which to explore the meaning and significance of urban modernity. Lastly, this thesis contributes to debate on the challenges posed by the character of contemporary social processes to anthropological research methodology. I illustrate the utility of such methods as written and photographic diaries as well as mental-mapping exercises, but primarily advocate the documentary and analytical advantages of participant observation in a mobile field-site. I assert that while participant observation poses a number of personal and professional challenges in this setting, these challenges uncover the stimulating complexity of contemporary urban life. To this end, I contest emergent academic commentary that propounds the destabilisation of anthropological techniques in what is frequently described as an equally destabilised world.

This thesis describes the rail gauge decision-making processes of the Australian colonies in the period 1850 - 1901. Federation in 1901 delivered a national system of railways to Australia but not a national railway system. Thus the so-called 'standard' gauge of 4ft. 8½in. had not become the standard in Australia at Federation in 1901, and has still not. It was found that previous studies did not examine cause and effect in the making of rail gauge choices. This study has done so, and found that rail gauge choice decisions in the period 1850 to 1901 were not merely one-off events. Rather, those choices were part of a search over fifty years by government representatives seeking colonial identity/autonomy and/or platforms for election/re-election. Consistent with this interpretation of the history of rail gauge choice in the Australian colonies, no case was found where rail gauge choice was a function of the disciplined search for the best value-for-money option. To the extent to which economic variables were considered in rail gauge choice, the initial cost of construction became the proxy for value in building and operating railways. In Australia engineers' opinions in the role of advice to governments or parliamentary committees were substituted for rigorous evaluation. These and other findings were reached by reference to primary documentation including companies' minute books, official correspondence and reports of the proceedings of parliamentary committees, generally missing from earlier studies. This study analyses and interprets them by reference to the history of the 'standard' gauge, to the economic and constitutional settings of the time, and by reference to rail gauge choices and decision-making processes in other large developing economies of the time, notably Brazil, India and the United States. In so doing a new narrative and interpretive study of early rail gauge choice in Australia has been created. The finding that previous studies of the early development of Australian railways either ignored or misread important documents has led to a reappraisal of the part played by several individuals, including engineers in all four colonies, Lieutenant-Governor LaTrobe and WE Gladstone in his role as Secretary of State for the Colonies and for War.
Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
Griffith Business School
Griffith Business School
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As part of modernization of the Brno-Přerov railway line, is in the section between village Blažovice and town Vyškov desined tunnel composed of two monorail tubes about 640 meters length. Tubes are situated in neogenic clay with an overburden height of 11 meters. This master thesis deals with design suitable tunnel exavation, primary lining with static calculation and geotechnical monitoring.

This thesis deals with the history of the Catholic Social Studies Movement (the Movement), the ALP Industrial Groups and the events leading up to the split in the Labor Party which occurred between 1955 and 1957. These events are portrayed and analysed from the perspective of the Movement and the Industrial Groups. The thesis challenges many of the conventional propositions as to the reasons for, and the facts surrounding the split. Directly challenged is the view that Herbert Vere Evatt was a principled champion of traditional Labor values who acted expeditiously to save the Australian Labor Party from being subverted by a Machiavellian Catholic layman, B.A. Santamaria, for the 'sinister' purposes of Catholic action. Also challenged is the suggestion that the ideology and policies of Movement activists within the Labor Party, were contrary to Labor's platform. It will be argued to the contrary, that Labor in the fifties was impeded by doctrinaire Marxist theory, and hence, the radicalism of the Movement did not sit easily with many of the older power brokers within the labor movement. It will also be argued that The Movement was formed on the initiative of the late B.A. Santamaria and a few associates only after repeated requests from Labour politicians and unionists, often motivated by quite selfish concerns, for assistance in the struggle against Communism in the trade unions. Emphasis will be placed in this thesis on the importance and the role of anti-Catholic sectarianism as a weapon of the Communists and the Extreme Left of the Labor movement against their opponents. An emphasis will be placed on the importance of anti-Catholic sectarianism in determining the outcome of the struggle within the Labor Party and the nature of the split. It will be suggested that Dr Evatt's attack on The Movement and the industrial groups of the 5 October 1954 could not have succeeded without the divisiveness of sectarianism, never far beneath the surface in Australian society of the 50s and 60s. The impact of the Petrov Affair on the internal politics of the Labor party is canvassed. In this regard startling new evidence is advanced by the writer that the ALP parliamentary leader, Dr. Herbert V. Evatt had, in October 1953, several months before the establishment of the Petrov Royal Commission, knowledge of, or at the very least strong grounds for suspicion that his press secretary Fergan O'Sullivan, was a source of information for the Communist party and Ergo, Soviet intelligence. It will also be stated that for reasons known only to himself and about which one can only surmise, Evatt failed to act on the intelligence provided to him concerning the activities of O'Sullivan. Historically speaking, the implications of this revelation concerning Dr Evatt and Fergan 0' Sullivan are considerable.

Abstract This chapter describes the first twelve years of the new German-speaking Liberal political system and parliamentary institutions that were put in place in 1867. It includes a detailed discussion of political leadership of the Liberal Cabinet (Bürgerministerium) and their major policy initiatives from 1868 to 1871. It also presents an account of the Hohenwart Interlude of 1870‒1, during which the Emperor was asked to sanction concessions to the Czechs, both by enlarging the purview of the Crownland diets of Bohemia and Moravia and the authority of regional administration, including allowing the diets to modify or change state-level legislation as applied to the special conditions of each province. Given that Hohenwart’s strategy failed and the Czech boycott of parliament continued, the Liberals regained power in 1872, ruling the Austrian state until the international crisis involving Bosnia-Herzegovina in 1879. The chapter includes a detailed discussion of the crash of 1873 and corruption in the state railway system in the 1870s as a case study of how Liberal economic theories impacted the development of major new corporate institutions and of the intimate connections between the Austrian civil service and private commerce and industry in which the regulators and the regulated had intimate and often mutually beneficial ties.

Corridors of Modernity and Power. Revolutions in Transport, Mobility and Communications. The middle of the 19th century marks a turning point from pre-modern transport to a modern one, the latter characterised by the use of steam power. This paradigm change is generally known as the “transport revolution”. However, even before then, technological and organisational reforms had resulted in substantial modernisation, including the introduction of fast mail coaches in 1823. Especially in the last third of the 19th century, the Austrian State used transport and communications as a means of infrastructural power to penetrate the country and its subjects, first only along the railway and telegraph lines and the important roads, which can be conceived of as “corridors of modernity and power”, then gradually covering the entire territory. On the regional level, the estates’ influence on transport issues had been largely reduced by the end of the 18th century, but a hundred years later, Lower Austria, like the state himself, increasingly sought to improve local transport conditions.

This paper describes how software OpenTrack has been applied for the design of railway infrastructure in Austria. Software OpenTrack allows railway engineers to simulate railway operation on different infrastructure layouts. Typically, there is a demand for a certain type of railway services (e.g. an integrated timetable). To enable these services several scenarios of topology can be developed. By simulating railway operation on these scenarios the stability of the timetable can be evaluated. Extensions of existing topology can be justified by running such a simulation. For the realisation of an integrated timetable on the Zillertalbahn from Jenbach to Mayrhofen additional crossing stations are required. In OpenTrack different locations for the crossing stations have been simulated and evaluated. Additionally, upgrades of signalling system can be analysed in detail which is applied at Salzburg AG.

The European Train Control System (ETCS) is also applied in the network of Austrian Railways (ÖBB). In ETCS Level 2 it is possible to skip conventional trackside signals. This opportunity is very useful on recently built new high speed lines. Level 2 allows to increase capacity by adding additional blocks even on existing lines. This paper presents the potential increase of capacity on the high speed line between Vienna and St. Pölten which has been opened in the year 2012 and is operated by ETCS Level 2. Trackside signals are only used as a fall back option. Simulation software OPENTRACK has been applied to calculate headways for different block layouts. Results are presented in this paper and look promising for an increase of capacity on railway lines.

In the paper, a legal-historical review of the railway issue on the area of the Serbia, from the 1830s to the 1880s, was made. Namely, in the 3rd decade of the 19th century, Prince Miloš presented the idea of building a railway. However, the beginnings of Serbian railways are connected to the Berlin Congress. Thus, in 1878, the Treaty of Berlin was concluded, and two years later, the Berlin Concession with Austria-Hungary for the construction of the railway was also concluded. On that occasion, the railway issue came into focus and the public was divided into those who are in favor of construction and those who are against the construction of the railway, considering the conditions given in the Convention of 1880. Therefore, the main subject of research is the discussion that took place in the Assembly in 1880, when the Berlin Convention was submitted for adoption. In addition, as the Convention was adopted after an extensive discussion, it is also pointed out the way of realization of the railway plans, which were reached in 1884.

In the paper, a legal-historical review of the railway issue on the area of the Serbia, from the 1830s to the 1880s, was made. Namely, in the 3rd decade of the 19th century, Prince Miloš presented the idea of building a railway. However, the beginnings of Serbian railways are connected to the Berlin Congress. Thus, in 1878, the Treaty of Berlin was concluded, and two years later, the Berlin Concession with Austria-Hungary for the construction of the railway was also concluded. On that occasion, the railway issue came into focus and the public was divided into those who are in favor of construction and those who are against the construction of the railway, considering the conditions given in the Convention of 1880. Therefore, the main subject of research is the discussion that took place in the Assembly in 1880, when the Berlin Convention was submitted for adoption. In addition, as the Convention was adopted after an extensive discussion, it is also pointed out the way of realization of the railway plans, which were reached in 1884.

<p>Bridges rarely behave precisely according to design assumptions. In most cases, they have some hidden reserves and behave preferable under traffic loads. To take these benefits into consideration numerical models can be calibrated based on measured structural response. The case study presented herein shows the calibration process for a railway truss bridge in Austria and the comparison of calibration results obtained by two individual teams. Each team did an individual and independent calibration based on different finite element models based on measured train passages. Both calibrations improved the precision of the calculated model response compared to the initial model, but also showed that the calibration parameters must be chosen with care to ensure plausibility of the results.</p>

<p>Bridges rarely behave precisely according to design assumptions. In most cases, they have some hidden reserves and behave preferable under traffic loads. To take these benefits into consideration numerical models can be calibrated based on measured structural response. The case study presented herein shows the calibration process for a railway truss bridge in Austria and the comparison of calibration results obtained by two individual teams. Each team did an individual and independent calibration based on different finite element models based on measured train passages. Both calibrations improved the precision of the calculated model response compared to the initial model, but also showed that the calibration parameters must be chosen with care to ensure plausibility of the results.</p>

There are two main reasons why people often choose to travel by car rather than by train. On the one hand, there is the transport of luggage, which many find too difficult. This is especially true when changing trains or travelling with children. Secondly, concern about the lack of mobility options at the holiday destination without a vehicle of one's own is a reason to prefer to go on holiday in one's own car. The paper refers to the easytravel project, an extensive research project in the Ötztal valley, a typical holiday region in Austria with a pronounced winter and summer tourism. The paper addresses the needs and concrete requirements of holidaymakers with regard to luggage transport and mobility offers in the holiday region and shows concrete measures how the willingness to travel by train can be improved.

The article gives an overview of the main legal regulations in Austria-Hungary applicable to the struggle against infectious illnesses. Various legal acts were given out both by the central authorities, e.g. by the Ministry of the Interior, and at the level of the regional authorities, here in particular the circulars of the c.k. governorate should be mentioned. Of the various measures implemented, those aimed at putting an end to the epidemic as quickly as possible should be singled out in the first place. These included the information obligations of local authorities, especially municipal authorities, concerning the occurrence of individual disease entities and the need for regular cooperation in this area, e.g. with higher authorities, e.g. the county governor’s office, or also with military authorities. In addition, the aim was to create a separate place (building) in each municipality for isolating the patients. The procedure for carrying out disinfection, e.g. by means of instructions issued for this purpose, was worked out in details. Local authorities were obliged to work together closely with the district doctors. Reporting and information duties were also imposed on the district doctors. Remarkably meritorious in the struggle against epidemics was the Austrian Red Cross Society. The measures taken tried to respond to the real needs of the local population and sought to rectify any irregularities that occurred in practice, e.g. by drawing the attention of hospital authorities to the premature discharge of patients home. The possibility of testing objects that could potentially contain germs was also regulated in some details. It should also be emphasised that these aspects were not only used in medical law, but also in other areas of public law, e.g. the regulation of railway traffic or the operation of schools or prisons during epidemics. In addition, some obligations in the field of prevention of epidemics also applied to entrepreneurs, which were then verified when doctors made inspections.

<p>Advanced modeling of structures using combination of non‐linear finite element methods (NLFEM) and reliability analysis is a strong tool for realistic assessment of structures. NLFEM simulation has been recently a well‐established approach to the analysis of concrete structures since the response of the structure can be simulated quite realistically. In combination with fully probabilistic approaches, one can consider the randomness of input parameters such as material, technological and environmental characteristics that can have a direct impact on economic aspects during structural lifetime. However, guidelines fully describing NLFEM modeling of structures and safety formats are not available until now. In the framework of the European Project INTERREG AUSTRIA‐CZECH REPUBLIC "ATCZ190 SAFEBRIDGE", a number of existing bridges are carefully selected to be studied and modeled with NLFEM on deterministic and stochastic levels based on the upcoming Austrian standard ON B4008‐2. The assessment of structures will be described and documented in detail and the results will assist the development of a guideline. This guideline targets to help the engineering community perform accurate NLFEM analysis and to assist the structure's owners to check the accuracy of the assessment process. The current paper focuses on the presentation and discussion of statistical information about road and railway bridges provided by the main bridge operators in both countries. Moreover, the most commonly addressed structural characteristics of bridges within the program region are summarized and the further future steps of the project are briefly described.</p>

<p>This paper presents the results of a continuous monitoring system placed on the Metro line in Vienna, Austria, aimed at assessing the long-term behaviour of massive train wheels. Until today, conventional resilient wheels are used on Viennese metro trains. However, it is planned to substitute this type of wheels with massive wheels.</p><p>Since 2016 three train sets were therefore equipped with massive wheels and let circulate in the underground railway network under trial runs. Nine measuring systems were installed within the metro network in the form of monitoring stations to continuously record data during these train passages. Selected indicators are permanently measured, post-processed and transmitted in real time to a web-interface accessible. On the basis of approximately 2,000 daily recorded trains, statistical analysis has been performed, thus providing information on train condition and on the impact of massive wheels.</p>