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1
Klapchuk, Volodymyr, Ihor Makaruk, and Mykhailo Klapchuk. "Railways of Galicia before the First World War." Echa Przeszłości, no. XXII/1 (May 9, 2021): 105–40. http://dx.doi.org/10.31648/ep.6711.
Повний текст джерелаАнотація:
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.
2
Strelko, Oleh, and Oksana Pylypchuk. "ECONOMIC ASPECTS OF THE CREATING AND FUNCTIONING OF REGIONAL RAILWAYS IN BUKOVYNA IN THE SECOND HALF OF THE 19th – EARLY 20th CENTURIES." Analele Universităţii din Craiova, seria Istorie 26, no. 2 (December 22, 2021): 29–45. http://dx.doi.org/10.52846/aucsi.2021.2.03.
Повний текст джерелаАнотація:
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.
3
Taczanowski, Jakub. "The Effects of Liberalisation of the Passenger Railway Market on the Situation of Regional Rail Connections in Poland, Czech Republic, Slovakia and Austria." Review of Economic Perspectives 15, no. 3 (September 1, 2015): 249–68. http://dx.doi.org/10.1515/revecp-2015-0019.
Повний текст джерелаАнотація:
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.
4
Strelko, Oleh, Yuliia Berdnychenko, and Oleh Pylypchuk. "Creation and Operation of Main Railways in Bukovina." Supplement 9, no. 1 (July 24, 2021): 26–47. http://dx.doi.org/10.37710/plural.v9i1s_3.
Повний текст джерелаАнотація:
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.
5
Klapchuk, Volodymyr, Lesia Polyova, Liliya Loyak, and Iryna Mendela. "Major and local railways in Bukovina before World War I." Echa Przeszłości, no. XXIII/2 (December 7, 2022): 59–79. http://dx.doi.org/10.31648/ep.8389.
Повний текст джерелаАнотація:
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.
6
Fischer, Szabolcs, and Szabolcs Kocsis Szürke. "DETECTION PROCESS OF ENERGY LOSS IN ELECTRIC RAILWAY VEHICLES." Facta Universitatis, Series: Mechanical Engineering 21, no. 1 (April 10, 2023): 081. http://dx.doi.org/10.22190/fume221104046f.
Повний текст джерелаАнотація:
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.
7
Hillbrand, Herfried. "Rebuilding the Taggenbrunn Railway Bridge, Austria." Structural Engineering International 7, no. 1 (February 1997): 14–16. http://dx.doi.org/10.2749/101686697780495337.
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8
Zimmermann, Welf, and Stefan Kuss. "New Composite Construction Method with STEEL/UHPFRC Constructing Railway Bridges." Solid State Phenomena 292 (June 2019): 242–48. http://dx.doi.org/10.4028/www.scientific.net/ssp.292.242.
Повний текст джерелаАнотація:
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.
9
Kellermann, Patric, Christine Schönberger, and Annegret H. Thieken. "Large-scale application of the flood damage model RAilway Infrastructure Loss (RAIL)." Natural Hazards and Earth System Sciences 16, no. 11 (November 10, 2016): 2357–71. http://dx.doi.org/10.5194/nhess-16-2357-2016.
Повний текст джерелаАнотація:
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.
10
Kellermann, P., A. Schöbel, G. Kundela, and A. H. Thieken. "Estimating flood damage to railway infrastructure – the case study of the March River flood in 2006 at the Austrian Northern Railway." Natural Hazards and Earth System Sciences 15, no. 11 (November 10, 2015): 2485–96. http://dx.doi.org/10.5194/nhess-15-2485-2015.
Повний текст джерелаАнотація:
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.
11
Kellermann, P., A. Schöbel, G. Kundela, and A. H. Thieken. "Estimating flood damage to railway infrastructure – the case study of the March River flood in 2006 at the Austrian Northern Railway." Natural Hazards and Earth System Sciences Discussions 3, no. 4 (April 16, 2015): 2629–63. http://dx.doi.org/10.5194/nhessd-3-2629-2015.
Повний текст джерелаАнотація:
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, a statistical modelling approach for estimating direct structural flood damage to railway infrastructure and associated financial losses is presented. Via a combination of empirical 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.
12
Strelko, Oleh, and Oksana Pylypchuk. "Characteristics of unpaved roads in the late 18th century – early 19th century, and the design of the first wooden trackway as a forerunner to the Bukovyna railways." History of science and technology 11, no. 2 (December 12, 2021): 437–52. http://dx.doi.org/10.32703/2415-7422-2021-11-2-437-452.
Повний текст джерелаАнотація:
In the history of Bukovinian social life in the 1840–1850s, an important role is played by the fierce struggle for the introduction of rail transport. This struggle took place in the deepening crisis of the feudal system and the development of capitalism in the Austrian Empire. Primitive medieval methods of transporting goods and passengers by waterways and unpaved roads, which for centuries met the needs of feudal Bukovyna, became a brake on the economic, social and political progress of the Bukovyna region. The beginning of the transport revolution in England had a huge public response in Austria-Hungary. The rapidly developing relationship between scientists and engineers from Austria, Western Europe and America in this period made a large contribution to the process, as the newest means of transportation were spreading in the early 19th century, first of all, in the industrialized regions of Europe. These regions had enough funds for the construction of roads because they could develop different methods of production. Today we are mostly interested in the projects of construction of typical means of transportation on agricultural lands with practically no industry. In the early 19th century, Bukovyna was one of them. The purpose of this article is to thoroughly analyze unpaved roads of the late 18th – early 19th century, as well as the project of the first wooden trackway as the forerunner of the Bukovyna railways. To achieve this purpose, the authors first reviewed how railways were constructed in the Austrian Empire during 1830s – 1850s. Then, in contrast with the first railway networks that emerged and developed in the Austrian Empire, the authors made an analysis of the condition and characteristics of unpaved roads in Bukovyna. The government's attention to Bukovyna's roads was explained by their military, economic and political significance for the Austrian Empire by the end of the 18th – early 19th century. There was a number of state trackways built on the territory of Bukovyna which crossed the region and ensured the military interconnection of two Austrian provinces named – Galicia and Transylvania, as well as approached the borders of the Russian Empire and the Danube principalities. At the same time, they helped to restore the suspended trade flow in Bukovyna. In addition, the authors considered the first attempt to create a wooden trackway as a prototype and predecessor of the Bukovyna railway. It is evident that such an idea played a significant role in shaping the development strategy of the region in the minds of Austrian and Bukovinian officials, and became a forerunner for main and regional railways in Bukovyna.
13
Heiden, Marko, Martin Pircher, Heinz Pircher, and Dorian Janjic. "Rolling Stock Analysis of Various Railway Bridges in Austria." IABSE Symposium Report 87, no. 9 (January 1, 2003): 76–82. http://dx.doi.org/10.2749/222137803796329222.
Повний текст джерела
14
Juzbašić, Dževad. "Bosnia and Herzegovina in Austro-Hungarian policy of railways building towards the East." Godišnjak Centra za balkanološka ispitivanja, no. 42 (January 6, 2022): 165–96. http://dx.doi.org/10.5644/godisnjak.cbi.anubih-42.29.
Повний текст джерелаАнотація:
While the Central European issues dominated in Austrian politics, the Habsburg Monarchy was not able to get more politically engaged in the Balkans. The turning point in relation towards the Austrian construction of the Balkan railways came into beingonly after the historical events that have significantly changed the position of the monarchy in Europe. This turning point in the policy, which is to some extent prepared by Beust, was marked with his departure from Ballhausplatz and appointment of JuliusAndrássy as foreign minister in 1871. At the Beust’s time construction of the direct rail connection with the Ottoman Empire was seen as a political and economic necessity for the Monarchy and the Turkish plan to build rail connection from Constantinople to the Austrian border near Novi in Bosnia, created in 1865, have fit the intentions of its policies. However,implementation of this plan in Bosnia ended the 1872 with construction of the normal line from Doboj to Banja Luka. Austrian nd Hungarian different interests in terms of the direction of the route to the Orientand foreign policy problems were an obstacle to the connection towards the East. Andrássy’s railway policy vacillated in terms of preference over the linethrough Serbia or Bosnia. Hungary was firmly against the eventual construction of the Bosnian lines before establishing a connection with the Orient through Serbia. Hungarians have agreed on a connection Sisak – Dobrljin only after ensuring the main train connections via Belgrade and interests of the Hungarian railways in the Bosnian traffic with Rijeka. Hungariangovernment has succeeded taking the win in its conception of the realization of rail connection with the Orient and Bosnia. Hungarian interests have played a significant role in the steps undertaken by the Andrassy, while in the Austrian public, after the Berlin Congress, was present dilemma for the most rational route for the rail connection with the East. This problemwill be actualized on several occasions in the late 19th and early 20th century, when new importance in the policy of the Monarchy in the relations between Austria and Hungary was gained. The Hungarian government tended more to secure themselves in relation to Austria, with more appropriate position in Bosnia for the establishing a connection with theEast, than they originally had in mind as benefits of rail connection with Bosnia. The new political and economic constellation inthe late 19th century re-actualized establishing normalgauge railway connection with stripe Sarajevo – Mitrovica, which would be an extension of normalgauge railway line Budapest – Sarajevo. The author analyzes the railway policy of Benjamin Kállay and his ideas on the strengthening of economic and political position of the Monarchy in the Western Balkansthrough the realization of rail links through the Sanjak of Novi Pazar. Kállay railway program in many issues anticipated Austro-Hungarian railway policy of the 20th century in the Balkans, which Aehrenthal and Berthold sought to realize. Railway through the Sanjak of Novi Pazar could not be taken as a world hightway and as a concurrent to the existing connectionof the Western Europe with Thessaloniki. Primarily It was Austrian-Hungarian political and military interest, and only partly economical interest. Plan of the railway construction was most closely associated with the development of the international situation and they represented one of the most important elements of Balkan politics Austro-Hungarian Empire,that author follows. Since the lines in Bosnia could be built only at the expense of the country, it has been built as a narrow-gauge track line from Sarajevo to the eastern border. It remained as one torso ineligible for remodelling into the normal line, at a time just before World War when normal line through the Sanjak of Novi Pazar were plotted. Paper is focusing to the problem of the realization of the Bosnian-Serbian railway connection as well as to directing Serbian export to the port in Dalmatia. In the time before the outbreak of the Balkan War in 1912 the Austrian industrialists, inferior in international competition, sought to create a closed space in the Balkans in which they could dominate. This plan was unrealistic. The writer analyzesthe Austro-Hungarian program for economic agreements with the Balkan countries adopted in February 1913, in which the railway policy was the main factor of economic penetration and political influence of the Monarchy in the Balkans. Concept Count Berthold sealed this program, by giving the role of a special political instrument to the railway connection Uvac– Mitrovica. Author also points to the opposing views of the Austrian government members who opposed to direct connection with Thessaloniki via Bosnia, in the period immediately after the occupation of Bosnia and Herzegovina, considering the immediate Austrian interests. The opposition remained without effect on Berthold’s policy, which endured a failure. Austro-Hungarian political circles saw one of the main causes of the economic collapse of the Monarchy in the political events in the Balkans, so they gave a loud call for the solution of the situation.
15
Keller, Dawid. "Koleją w nowoczesność – plany budowy połączeń kolejowych i ich realizacja na terenie Europy Środkowej w XIX i XX w." Rocznik Instytutu Europy Środkowo-Wschodniej 21, no. 4 (December 2023): 39–57. http://dx.doi.org/10.36874/riesw.2023.4.2.
Повний текст джерелаАнотація:
The aim of this article is, based on the situation in Poland (according to the borders of 1945), Czechoslovakia (according to the borders of 1938), Austria-Hungary (within the borders from 1867 to 1918 and their immediate successors), i.e. the 19th century parts of Prussia (later Germany), Russia and Austria, to indicate (using selected examples) the method, circumstances, factors of planning the railway network and similarly the circumstances of their implementation. Therefore, an indirect aim will be also to present the differences and similarities between these countries in order to ultimately show the areas of the relationship between railways and modernity. The ‘hopes’ accompanying these plans and the ‘emotions’ absolutely present during implementation are also subject to analysis. All applicants for further railway investments expressed hopes of a ‘miraculous’ impact of the railways on economic and social life (in that order). However, this impact also varied depending on the time when the investment was made. Certainly, the existence of this phenomenon (and the associated danger of overinvestment) was recognised as early as the seventh and eighth decades of the 19th century, and it was pointed out in the analyses of the projects submitted that they would not provide a return of the sums invested. Nevertheless, such projects were not always abandoned. There was no similar consideration in many cases in interwar Poland. After 1918, Czechoslovakia basically pursued only politically-driven projects (as it had faced earlier overinvestment and invested in modern motorisation) – including those aimed at integrating the two parts of the country. Polish decision-makers (and communities), on the other hand, were still at this time largely pinning their hopes on the beneficial impact of the railways on economic development.
16
Kontelj, M.Sc., Monika, and Igor Jakomin, D.Sc. "TRANSPORT MODELLING OF FREIGHT FLOWS ACCORDANCE TO INVESTMENTS: CASE STUDY OF SLOVENIAN RAILWAYS." PROMET - Traffic&Transportation 26, no. 5 (October 31, 2014): 429–36. http://dx.doi.org/10.7307/ptt.v26i5.1456.
Повний текст джерелаАнотація:
Using specific science methods and through a model, authors have determinated how investments in the railway infrastructure influence the whole railway system. We have based our research on experience and on results that have been found out in Austria, Argentina, Bolivia, Brasil, Chile and Venezuela. Based on scientific studies about the conditions of the Slovenian railway system, on Methodology for determination of the investment's measures and definition of conditions for a justified realisation and on Calculation of the expected number of freight trains, authors give results that confirm our hypothesis.
17
Strelko, Oleh, Oleh Pylypchuk, and Oksana Pylypchuk. "Study of development of regional railway system in Bukovyna." History of science and technology 12, no. 1 (June 19, 2022): 133–49. http://dx.doi.org/10.32703/2415-7422-2022-12-1-133-149.
Повний текст джерелаАнотація:
The article is devoted to the study, generalization and systematization of scientific knowledge about the history of the establishment, development and operation of the regional railway system in Bukovyna in the second half of XIX – early XX centuries. The authors attempted to analyze the process of creation and operation of railways in Bukovyna during the reign of the Austro-Hungarian Empire based on a wide range of previously unpublished archival documents, periodicals, statistical literature and memoirs. The article studies the development of organizational bases for the construction of railways, the activity of the communication network management, lists a whole range of requirements and tasks set for railway transport in Bukovyna, the progress of their implementation, considers successes and difficulties in this work. It is determined that private railways, as important transport arteries of Bukovyna, were of national importance and played a significant role in the transport system of Austria-Hungarian Empire. They served the leading economic districts of Bukovyna, acting as an integral part of production in each of them. In other words, they were used for development of local, intersectoral and interregional relations. Regional railways, first of all, played an important role in the social and economic life of Bukovyna region. In most cases, they did not carry the strategic cargo, but made it possible to connect the most remote corners of separate areas of the region into a single whole. In practice, local railways were a significant addition to the main central line, providing the latter with a greater intensity of cargo and passenger turnover and thus increasing their profitability. At the same time, the trade volume between the outskirts and the center of the Austro-Hungarian Empire was increased. It contributed to the intensification of economic development of certain districts of Bukovyna region.
18
Massel, Andrzej. "Magistrala Siedlce – Bołogoje jako przykład kolei strategicznej." Kwartalnik Historii Nauki i Techniki, no. 4 (2021): 107–56. http://dx.doi.org/10.4467/0023589xkhnt.21.031.14795.
Повний текст джерелаАнотація:
The Siedlce-Bołogoje Trunk Line as an Example of a Strategic Railway The article presents a comprehensive view of the origins, technical characteristics and functioning of the Siedlce-Bologoye railway line. This railway, with an impressive length of 1.100 km, was built in the years 1902–1907 as a connection between the lands of the Kingdom of Poland and the governorates of central Russia in order to ensure the efficient transport of troops and their supplies given the anticipated war with Germany and Austria-Hungary. The work aims to illustrate to what extent the assumptions of the construction promoters were confirmed and how it was used in particular periods.
19
Molkova, Tatiana, and Ivo Hruban. "Modelling Compensation Policy for Quality and Delay Deterioration in Rail Transport." PROMET - Traffic&Transportation 25, no. 3 (June 19, 2013): 235–44. http://dx.doi.org/10.7307/ptt.v25i3.331.
Повний текст джерелаАнотація:
The contribution deals with the customers’ claims on provided services during train delay in personal railway transport. There is comparison between the situation in the Czech Republic (Brno main station) and Austria (Wien Westbahnhof) in the contribution. Development of the compensation policy cannot be based only on customer requirements. If the railway company focuses on providing compensation for delays, it must follow its economic balance. However, as the passengers' opinion survey showed, the negative impact of delays can be reduced by providing adequate information to passengers. Based on the passengers' opinion survey, it is necessary to consider the Regulation 1371/2007/ES as the minimum of the possible and on the basis of this reasoning to compile a compensation policy. The costs associated with compensation for the delay should be divided according to the causes of the delay among the individual culprits, so that railway undertakings bear the responsibility even for delays arising from reasons that are beyond the control of the railway undertaking itself.
20
Rosonczy, Ildikó. "The Role of Railway Communication in Providing Russian Military Support for Austria in May 1849." Slavic World in the Third Millennium 13, no. 3-4 (2018): 32–49. http://dx.doi.org/10.31168/2412-6446.2018.3-4.1.03.
Повний текст джерелаАнотація:
The article, based on both published and archival sources, reconstructs the circumstances of the delivery of the Russian military division by railway from Krakow to Ungarisch Hradisch against the background of negotiations between the Russian and Austrian commandment, official documents, letters and memories of the campaigners about the events of May 1849.
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Benato, R., P. Brunello, E. M. Carlini, C. Di Mario, L. Fellin, G. Knollseisen, M. Laußegger, et al. "Italy–Austria GIL in the new planned railway galleries Fortezza–Innsbruck under Brenner Pass." e & i Elektrotechnik und Informationstechnik 123, no. 12 (December 2006): 551–58. http://dx.doi.org/10.1007/s00502-006-0398-z.
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Nazarchuk, Olexander, and Pavlo Satskyi. "The Security Aspects of the Ukrainian People’s Republic in Relations with Germany and Austria-Hungary in March-April 1918." European Historical Studies, no. 13 (2019): 141–56. http://dx.doi.org/10.17721/2524-048x.2019.13.141-156.
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In this article the research of the problem of the relations between the government of Ukrainian People’s Republic and the leadership of German occupational troops in the support of the transport system work and the post-offices in the period of time of March-April 1918 has been made. The study is based on archival documents that cover the position of the leaders of the Ukrainian People’s Republic with respect to the German command’s measures to ensure the operation of transport and communication as well as the financial aspects of relations with the German occupation command. The collapse of the financial system of the former Russian Empire and the military breakup led to a difficult situation with the railway and the post offices. However, the stable work of these institutions was a principal question for the security of Ukrainian People’s Republic as well as for the German occupational leadership. The most acute aspect was the question of paying salaries to the railway employees as well as to the employees of the post offices. Disregarding this question could lead to strikes. The German leadership suggested to pay salaries to the employees of the railway and the post offices on their own, but this offer was categorically rejected by Ukrainian People’s Republic because it could have led to the absence of security in the country. More over, over the problem of the functioning of the transport system and the communication system the complicated negotiations between the government of Ukrainian People’s Republic and German representatives in terms of the loan took place. Trade, financial and credit relations between the UPR and Germany and Austria-Hungary should have been built around the problem of compensation payments to postal and railway workers. In March-April 1918 the fight between the government of Ukrainian People Republic and the leadership of the German occupational troops over the actual influence on the transport and communication system in Ukrainian People’s Republic took place. In fact, the question of the right for the sovereignty arose for the Council of Ministers of Ukrainian People’s Republic to make the fundamentals of the state security of Ukraine independently. The problems of relations between the UPR government and the occupation command requires a deeper study in view of their practical importance, in particular, in the context of consistent formation of inter-state relations in the finance, transport, and communication sectors as a phenomenon prevailing in the 20th century.
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Seidenglanz, Daniel, Tomáš Nigrin, and Jiří Dujka. "Regional Railway Transport in Czech, Austrian and German Decentralised and Regionalised Transport Markets." Review of Economic Perspectives 15, no. 4 (December 1, 2015): 431–50. http://dx.doi.org/10.1515/revecp-2015-0029.
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Abstract The article analyses railway transport markets in three neighbouring Central European countries: the Czech Republic, Austria and Germany (specifically Bavaria and Saxony), with a focus on regional transportation. It examines the organisational form of public transport resulting from regionalisation and provides comparative case studies of regional train services in these countries. The article points out the organisational differences in public transportation between the studied regions and tries to connect these results with the supply of regional train services on various types of lines and in different geographical areas.
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Poisel, Rainer, Nikolaus Hoedlmoser, and Bernhard Grasemann. "Risk Assessment of Rock Falls Released from the Former Quarry Near Spitz (Austria)." Geosciences 10, no. 11 (October 30, 2020): 432. http://dx.doi.org/10.3390/geosciences10110432.
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In the former quarry near Spitz an der Donau (Austria), many rockfalls have occurred during operation as well as after closure. They have endangered a railway, the Wachau bicycle route, an important road, and the left Danube riverbank. Thus, future detachment scenarios were investigated and, in addition, weather and occurrence statistics were analyzed to determine the occurrence probabilities of these scenarios. Simulations of possible future rockslides were performed using the Distinct Element Code 3DEC in order to estimate the damage caused by these events. Based on these results, the risks of the scenarios were calculated according to the definition of risk as the product of damage and occurrence probability. By this means, the profitability of mitigation measures (e.g., a massive retaining structure fixed to the ground by bored piles) can be evaluated.
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Ma, B., X. Guo, J. Jiang, D. Culibrk, S. Ding, M. Vilotic, and Y. Li. "LONG-TERM MONITORING OF ENVIRONMENTAL CHANGES ALONG CHINA-EUROPE RAILWAY EXPRESS (CER EXPRESS) USING MULTI-SOURCE REMOTELY SENSED DATA." International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLIII-B3-2021 (June 29, 2021): 817–22. http://dx.doi.org/10.5194/isprs-archives-xliii-b3-2021-817-2021.
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Abstract. The China-Europe Railway Express (CER-Express), not only promoted the cooperation between countries and regions across Asia and Europe but also gave rise to remarkable changes in landcover and had a profound effect on the natural environment along the railway in recent years. Effective ways to monitor and assess ecological changes are urgently needed to ensure sustainable development of CER-Express. There are very few existing environmental monitoring studies focusing on the area along the CERExpress. In this paper, we present a study of environmental degradation, which occurred during the construction and operation of CER-Express from 2010 to 2018, based on a comprehensive evaluation index (CEI), which takes three environmental indicators into account and provides a timely and reliable evaluation of environmental changes at large scales. In addition, the environment conditions of the regions and countries along the CER-Express have been quantified and comparatively studied at different scales over different periods, using histograms of mean CEI values. Furthermore, specific causes of environmental degradation in the rail-intensive countries and small-area countries along the railway are discussed. Our results show that the environmental degradation can be detected in most of the rail-intensive countries, such as Germany, Poland, Austria, and Czech Republic along the railway. Therefore, to ensure sustainability of the CER-Express, environmental protection along the railway should be paid more attention to and a reasonable arrangement for the exploitation of CER-Express devised.
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Tusch, Roland. "„Hier ward der Sieg errungen über einen mächtigen, compacten Alpenzug“. Der Semmering in Reiseführern zwischen 1852 und 1873." Góry, Literatura, Kultura 14 (August 17, 2021): 95–109. http://dx.doi.org/10.19195/2084-4107.14.8.
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With the Railway Age, the perception of the landscape has changed. In Austria, the world’s first high mountain railway was built in the middle of the 19th century. It crosses the Alps at one of their eastern foothills, the Semmering. The central subject of this study is the landscape that was completely transformed by the construction of the Semmering Railway between 1852 and 1873. How was the Semmering perceived before it was discovered by the Viennese society as a region of summer resort? How were the massive changes in the Alpine landscape caused by the construction of the railway portrayed in the medium of contemporary travel guides?The sources investigated cover the period from the construction of the Semmering Railway to the discovery of the region as a summer resort. Starting with the first travel guides to the construction site and ending with the travel guides to the completed railway, seven main sources were analysed. As a starting point for the qualitative content analysis, a system of categories was developed as a search grid to filter the relevant aspects for answering the research question. The analysis follows the process of coding, paraphrasing and generalizing, and clearly reveals different levels of perception. The landscape in which the railway was built was described in extremely positive, poetic formulations. The negatively judging descriptions are particularly remarkable in the context of the travel guides, as they can be read as a critical reflection of the changed situation. Instead of regretting the destruction of nature, the victory of man or technology over nature was celebrated. From the comparison of the travel guides to the construction site and those to the completed railway, the progress of the construction work is clearly readable. The magnificence of the construction project was beyond question from the very beginning. The travel guides allow one to comprehend this, at the time rather young, transformation of the landscape; they open up a differentiated view of the landscape.
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Tusch, Roland. "„Tu dokonało się zwycięstwo nad potężnym, zwartym łańcuchem Alp”. Semmering w przewodnikach między 1852 a 1873 rokiem." Góry, Literatura, Kultura 14 (August 17, 2021): 110–20. http://dx.doi.org/10.19195/2084-4107.14.9.
Повний текст джерелаАнотація:
With the Railway Age, the perception of the landscape has changed. In Austria, the world’s first high mountain railway was built in the middle of the 19th century. It crosses the Alps at one of their eastern foothills, the Semmering. The central subject of this study is the landscape that was completely transformed by the construction of the Semmering Railway between 1852 and 1873. How was the Semmering perceived before it was discovered by the Viennese society as a region of summer resort? How were the massive changes in the Alpine landscape caused by the construction of the railway portrayed in the medium of contemporary travel guides?The sources investigated cover the period from the construction of the Semmering Railway to the discovery of the region as a summer resort. Starting with the first travel guides to the construction site and ending with the travel guides to the completed railway, seven main sources were analysed. As a starting point for the qualitative content analysis, a system of categories was developed as a search grid to filter the relevant aspects for answering the research question. The analysis follows the process of coding, paraphrasing and generalizing, and clearly reveals different levels of perception. The landscape in which the railway was built was described in extremely positive, poetic formulations. The negatively judging descriptions are particularly remarkable in the context of the travel guides, as they can be read as a critical reflection of the changed situation. Instead of regretting the destruction of nature, the victory of man or technology over nature was celebrated. From the comparison of the travel guides to the construction site and those to the completed railway, the progress of the construction work is clearly readable. The magnificence of the construction project was beyond question from the very beginning. The travel guides allow one to comprehend this, at the time rather young, transformation of the landscape; they open up a differentiated view of the landscape.
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Smoliner, Martin Smoliner, Stefan Walter, and Stefan Marschnig. "Optimal Coordination of Timetable and Infrastructure Development in a Liberalised Railway Market." Journal of Management and Financial Sciences, no. 33 (July 27, 2019): 97–115. http://dx.doi.org/10.33119/jmfs.2018.33.6.
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The gradual liberalisation of the European railway market has so far mainly been assessed regarding its effect on the grade of competition and market access. However, one major impact has not received much attention yet: the effects of the liberalisation on the joint development of timetables and infrastructure. This is especially crucial for countries that align their railway network according to the requirements of the Integrated Timetable (ITF). The implementation of the ITF requires a longterm planning process and network-wide cost-intensive infrastructure measures. Contrary to that, open access traffic can neither be planned in the long-term, nor is it coherent with the ITF. Recent conflicts show that the assignment of train paths for open access traffic considerably affects the system of the ITF, calling for significant timetable and/or infrastructure adaptions. For an efficient and sustainable railway system, a holistic approach is needed allowing for a combination of open access and the requirements of the ITF.To derive a suitable methodology the status quo of the ITF-implementation and open access traffic is analysed in Austria, the Czech Republic and the Netherlands. Based on these findings, three options are identified on how open access can be integrated in an ITF-system according to the EU legislation. Advantages and disadvantages are discussed and finally the optimal procedure in terms of a sustainable network development is recommended.
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Benedetti, Yanina, and Federico Morelli. "Spatial mismatch analysis among hotspots of alien plant species, road and railway networks in Germany and Austria." PLOS ONE 12, no. 8 (August 22, 2017): e0183691. http://dx.doi.org/10.1371/journal.pone.0183691.
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Dillinger, Thomas, and Markus Neuhas. "Can a new railway track be used to foster smart urban and regional development?" International Journal of Business & Technology 5, no. 1 (November 1, 2016): 1–10. http://dx.doi.org/10.33107/ijbte.2016.5.1.04.
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The future Smart City Ebreichsdorf (SMCE) is a fast growing municipality in the area of the metropolitan region of Vienna, Lower Austria and Burgenland. The expansion to a double track railroad of the „Pottendorfer Linie“and the thereby even better connexion to Ebreichsdorf will strengthen this growing process even more. A new train station is built, located on a greenfield site, between the city districts Ebreichsdorf and Unterwaltersdorf. The existing railway track is going to be abandoned. In spatial planning approaches, it’s goal leading to locate future growth in the area of the new train station. Action options, how such an innovative growth process around the railway station could be formed, are absent up to now. The state Lower Austria and the city Ebreichsdorf are aware of this problem. So the idea of planning and implementing a „Smart City“ or a „Smart Urban Region“ at this certain area has moved in focus of considerations. An urban transformation towards a future smart city is necessary. The Smart City concept gets more and more important in the course of urban and regional development. Thereby, new technologies are used to create a sustainable environment and economy in order to ensure the quality of life for the further generations. The participation and awareness of the citizens are of fundamental importance. With a focus on Ebreichsdorf this paper demonstrates how such an impulse can be used for a smart urban and regional development. First results of the ongoing project show, that it is advantageous to involve citizens and main stakeholders as well as all political parties in an early stage. This increases the acceptance and facilitates the further process. Furthermore, the complexity of Smart City is best handled by a team of researchers from various disciplines. In the course of a scenario workshop, it became clear that all different disciplines have different accesses to the same topic. Through this a stimulating discussion and exchange of experiences has been started.
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Kellermann, Patric, Philip Bubeck, Günther Kundela, Alessandro Dosio, and Annegret Thieken. "Frequency Analysis of Critical Meteorological Conditions in a Changing Climate—Assessing Future Implications for Railway Transportation in Austria." Climate 4, no. 2 (April 28, 2016): 25. http://dx.doi.org/10.3390/cli4020025.
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Baasch, Benjamin, Judith Heusel, Michael Roth, and Thorsten Neumann. "Train Wheel Condition Monitoring via Cepstral Analysis of Axle Box Accelerations." Applied Sciences 11, no. 4 (February 5, 2021): 1432. http://dx.doi.org/10.3390/app11041432.
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Continuous wheel condition monitoring is indispensable for the early detection of wheel defects. In this paper, we provide an approach based on cepstral analysis of axle-box accelerations (ABA). It is applied to the data in the spatial domain, which is why we introduce a new data representation called navewumber domain. In this domain, the wheel circumference and hence the wear of the wheel can be monitored. Furthermore, the amplitudes of peaks in the navewumber domain indicate the severity of possible wheel defects. We demonstrate our approach on simple synthetic data and real data gathered with an on-board multi-sensor system. The speed information obtained from fusing global navigation satellite system (GNSS) and inertial measurement unit (IMU) data is used to transform the data from time to space. The data acquisition was performed with a measurement train under normal operating conditions in the mainline railway network of Austria. We can show that our approach provides robust features that can be used for on-board wheel condition monitoring. Therefore, it enables further advances in the field of condition based and predictive maintenance of railway wheels.
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Abdallah, Ahmed. "THE USE OF EXPLORATORY TUNNELS AS A TOOL FOR SCHEDULING AND COST ESTIMATION." Technological and Economic Development of Economy 13, no. 4 (December 31, 2007): 280–87. http://dx.doi.org/10.3846/13928619.2007.9637813.
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Exploratory tunnels are commonly used for examining the geotechnical and structural aspects of proposed tunnel alignments. This paper explores the utilisation of exploratory tunnels as a project management tool for estimating the cost and duration of construction for the entire project. Data were collected from the Kaponig 2,75 kilometers exploratory tunnel, a part of a double‐track high‐speed railway development in Austria. This knowledge and experience was used to evaluate the risks associated with design details for the final tunnel enlargement (alignment and grade, support requirements and excavation methods). A deterministic model based on Monte Carlo simulation was developed capable of predicting potential outcomes of the total project in terms of cost, duration and their associated probabilities.
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Scheder, Christian, and Clemens Gumpinger. "The Relevance of Data Interchange for the Effective Protection of Threatened Species by Example of New Records of Endangered Caddisfly Species (Insecta, Trichoptera)." Transylvanian Review of Systematical and Ecological Research 15, no. 1 (June 1, 2013): 145–62. http://dx.doi.org/10.2478/trser-2013-0013.
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ABSTRACT All over the world, comprehensive data on aquatic communities are collected in the course of applied investigations (e.g. environmental impact assessments for road or railway construction projects, assessments of wastewater treatment plants, hydropower plants, etc.). At the same, little is known about certain endangered or rare species, their distribution or their actual conservation status, as the data collected in applied projects are usually not published. It can be stated that applied investigations would offer valuable information on the distribution of endangered species if there was sufficient data interchange within or data transfer to the scientific community. This thesis is supported by the fact that the authors were able to demonstrate that 72 caddisfly species that are quoted in the Austrian Red List in the course of applied investigations in Austria, but that none of the data have been published so far. The present study provides a list of endangered Trichoptera species that were observed by the authors in the context of routine surveys over the past five years. It is intended thus to provide an example of how data that could be relevant for obtaining a comprehensive picture of certain species are often lost on their way to publication.
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Černý, Petr. "The Right of Assembly in Central Europe." Age of Human Rights Journal, no. 15 (December 15, 2020): 163–85. http://dx.doi.org/10.17561/tahrj.v15.5786.
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The article deals with the legal regulation of the right to freedom of peaceful assembly in Germany, Austria, the Czech Republic and the Slovak Republic with regard to the jurisdiction of the European Court of Human Rights (ECHR). The chosen topics focus on the definition of assembly, the relationship between freedom of expression and property rights together with the right of assembly. In each of above-mentioned countries, the assembly to which constitutional protection is granted, the definitiondiffers slightly; with the widest concept of assembly deriving from the judicature of the ECHR. The constitutional protection of the Assembly, in particular found in Germany and Austria, which is significantly narrower than the protection provided by the European Convention on Human Rights, may thus at some stage come into conflict with the requirements of the ECHR. The section devoted to freedom of speech deals, among other things, with cases exhibiting shocking photographs, which were part of the campaign against abortion, in front of schools in the Czech Republic and the Slovak Republic. In the future, the most serious problem is the conflict of the right of assembly along with the right of ownership, consisting in assemblies held on private property, which is used by the public, such as shopping malls, airports or railway stations. This has been the focus of the professional public and the courts for a long time, especially in Germany.
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Buchmayer, Fabian, Christoph Martin Monsberger, and Werner Lienhart. "Advantages of tunnel monitoring using distributed fibre optic sensing." Journal of Applied Geodesy 15, no. 1 (January 27, 2021): 1–12. http://dx.doi.org/10.1515/jag-2019-0065.
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AbstractPredictive maintenance and safety assessment during the construction and operational phase are becoming more and more important in modern tunnelling. However, traditional measurement methods are often time-consuming, expensive and partially require an interruption of the tunnel traffic. In this article, we present a tunnel monitoring approach based on distributed fibre optic sensing (DFOS), which delivers hundreds of strain and temperature sensing points inside the structure and gives completely new information about the behaviour of the tunnel lining. Measurements can be performed automatically without the need of access to the tunnel and hence, monitoring can be made without disturbing the tunnel construction or operation. The developed system was installed within the shotcrete tunnel lining of a railway tunnel under construction in Austria. In addition to the critical installation process, this article discusses the main monitoring results and compares them to conventional measurements.
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Zhang, Gang, and Hong Bing Liu. "The Simulation Analysis of Large Cross-Section Soft Rock Tunnel Excavation under the Bias Terrain." Applied Mechanics and Materials 90-93 (September 2011): 1853–58. http://dx.doi.org/10.4028/www.scientific.net/amm.90-93.1853.
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Abstract: Taking a High-speed railway tunnel as the background, This paper analyses not only the stress and displacement of surrounding rock , the plastic area distribution and size, but also the size and distribution of initial support internal force in two excavation schemes, based on the criterion of underground engineering structure design theory and rock elastic-plastic succumb Drucker-Prager, Under the guidance of New Austria Tunneling Method, this paper makes numerical simulation of soft rock tunnel excavation in large sections and initial support with the finite software ANSYS11.0. The stress and displacement of surrounding rock and the plastic area distribution and size under two excavation schemes are analyzed, the size and distribution of initial support internal force under two excavation schemes are also investigated .By comprehensive comparing advantages and disadvantages of two schemes, this paper makes some significant conclusions and gives reference for the similar tunnel design and construction.
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Stephan, Ursula, Silke Kainz, Michael Hengl, Alexander Bickel, Markus Mähr, and Wolfgang Burtscher. "Development and implementation of ecological and economical flood protection measures at an alpine river." E3S Web of Conferences 40 (2018): 02030. http://dx.doi.org/10.1051/e3sconf/20184002030.
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The river Lutz as many other rivers in Austria was forced into a straight and narrow river bed. Several weirs were erected to stabilise the river bed, but which, too, impeded organism passability. After decades with several floods the protection measures were in bad condition. In 2005, a 500-years flood caused heavy damage along the river and destroyed a main railway line. This incident initiated comprehensive planning activities to improve both, the flood protection as well as the ecological status of the river. Several technical measures focussing on stabilising the river bed, increasing the discharge capacity and improving the ecological status such as a step-pool-ramp with variable width, an open rip-rap, an increased river width as well as embankment groynes as an ecological and dynamic bank protection instead of a bank reinforcement were proposed. These measures were tested for feasibility and optimized in a physical model experiment.
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Hampton, David. "We Remember: the Ipswich Railway Workshops War Memorial." Memoirs of the Queensland Museum - Culture 11 (2020): 171–86. http://dx.doi.org/10.17082/j.2205-3239.11.1.2020.2020-12.
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The Ipswich Railway Workshops War Memorial stands as a tribute to the men from the workshops who enlisted to serve in the First World War. Research into the efforts to raise funds, construct and dedicate the memorial provides insight into the culture and internal workings of the workshops, its workforce and its role within Queensland Railways. The cost of producing the memorial it was met through contributions from the workshops workforce, as well as in kind donations and provision of materials and equipment from the Railways. It was designed by the Queensland Railways architect Vincent Price. As it was located on Queensland Railway property it was the railway department’s responsibility to ensure it was maintained and cared for just like any other asset in the Railway’s portfolio. Despite these unique qualities the story of this memorial also runs parallel to the efforts of cities, towns and communities across Queensland and Australia to raise funds and build tributes to the members of their communities who served and died in the First World War. Communities across Queensland commissioned 61 similar memorials in response to the significant loss of community members as a result of the war. The Ipswich Workshops Memorial therefore reflects a broader aesthetic and commemorative trend. The legacy of this trend continues to influence aspects of community remembrance today. The Ipswich Workshops Memorial and many like it continue to serve as the focal point for commemorative activities on ANZAC and Remembrance Day.
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Geisler, Thomas, Klaus Voit, Ulrich Burger, Tobias Cordes, Florian Lehner, Gregor Götzl, Magdalena Wolf, and Thomas Marcher. "Geothermal Potential of the Brenner Base Tunnel—Initial Evaluations." Processes 10, no. 5 (May 12, 2022): 972. http://dx.doi.org/10.3390/pr10050972.
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Increasing demands on mobility and transport, but limited space above ground, lead to new traffic routes being built, even more underground in the form of tunnels. In addition to improving the traffic situation, tunnels offer the possibility of contributing to climate-friendly heating by indirectly serving as geothermal power plants. In this study, the geothermal potential of the future longest railway tunnel in the world, the Brenner Base Tunnel, was evaluated. At the Brenner Base Tunnel, warm water naturally flows from the apex of the tunnel towards the city of Innsbruck, Austria. In order to estimate its geothermal potential, hydrological data of discharge rates and temperatures were investigated and analyzed. The investigations indicated the highest geothermal potential in the summertime, while the lowest occurs during winter. It could be shown that these variations were a result of cooling during discharge through areas of low overburden (mid mountain range), where the tunnel atmosphere is increasingly influenced by the air temperatures outside the tunnel. Nevertheless, the calculations showed that there will be a usable potential after completion of the tunnel.
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Drábek, Michal, Dominik Mazel, and Jiří Pospíšil. "High-speed rail network and periodic timetable: a comparative analysis of operational concepts." Acta Polytechnica CTU Proceedings 31 (July 14, 2021): 5–9. http://dx.doi.org/10.14311/app.2021.31.0005.
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This paper compares chosen European high-speed railway (HS) networks in terms of their offer of HS passenger service. The criteria chosen for comparison are network topology, degree of service periodicity and degree of coordination between subsequent services. Only services with HS trains are taken into account. As a result, each examined network is classified according to prevailing approach to passenger service – either Line/Service (LS) Approach, where transfer connections are in general not anticipated, or Network (N) approach, with regular (mostly periodic) public transport lines and periodic transfer connections between them.The comparative analysis has shown that geography had crucial impact not only on national (or regional) HS line network, but on the HS operational concept as well.On trunk HS lines, which connect most populated agglomerations in particular country, there is always – at least during peak times – some form of periodic service, despite compulsory seat reservation (except state-owned carriers in Austria and Germany).Half of analyzed networks can be characterized by N approach – at least on trunk HS lines or within central "core" part of HS network.For Czech HS network, authors recommend to define a core network with application of Integrated Periodic Timetable.
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Dorner, Thomas E., Gudrun Wolner-Strohmeyer, Christian Katzenbeisser, Christian Lackinger, and K. Viktoria Stein. "Physical Activity as Part of an Intramural Health Promotion Programme for People with and without Chronic Diseases. A New Tool in Health Care Run by a Public Social Health Insurance." International Journal of Environmental Research and Public Health 17, no. 20 (October 15, 2020): 7491. http://dx.doi.org/10.3390/ijerph17207491.
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Background: Regular physical activity is a corner stone for healthy living, and preventing the onset or progression of diseases. The Social Insurance Fund for Public Service, Railway and Mining Industries is building an intramural health promotion facility in Austria with the aim to provide a comprehensive evidence-based health promotion programme for their insured. The target group are all people who, regardless of their health status and the presence of diseases, are ready to make their lifestyle more health-oriented. The health promotion facility offers health promotion measures in five areas: promoting physical training, optimizing nutritional patterns, managing everyday stress, increasing social capital, and improving health literacy. The focus is on increasing resources and on overcoming barriers. Depending on age, previous illnesses, range of motion, stress level, body weight and personal aims and expectations, the measures are individually tailored. The stay is divided into a two-week initial stay and a follow-up week. A comprehensive scientific evaluation concept of all measures and the entire stay is an integral part of the design. Conclusion: This project combines the advantages of comprehensive active health promotion, and an intramural stay. It is a pioneering social insurance project for sustainable health promotion and integrated care.
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Dabrowski, Patrice M. "Wciąż terra incognita? Turystyka górska w Karpatach Wschodnich w okresie autonomii galicyjskiej." Góry, Literatura, Kultura 12 (August 1, 2019): 237–49. http://dx.doi.org/10.19195/2084-4107.12.14.
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Still terra incognita? Mountain climbing in the Eastern Carpathians in the period of Galician autonomyEarly mountain climbing in the distant, expansive, and wild Eastern Carpathians in a far corner of Galicia then part of Austria-Hungary, today in Ukraine looked rather different from that practiced in the Tatra mountains. This is attested to by the near universal use of the services of the local Hutsul highlanders with their horses in order to cover the greater distances from the piedmont localities, reachable by carriage or railway, to the mountain peaks. The present article — based on descriptions of expeditions in newspapers and specialized journals, books, and memoirs — considers the experience of various individuals and groups that conquered or attempted to conquer the peaks of Czarnohora from about 1873 to to the first years of the 20th century. Among the climbers of the period one finds Tatra Society activists, students from the Galician capital of Lwów/Lemberg/L’viv, as well as a young Scotchwoman. Among other things, the article analyzes the challenges of the expeditions and the motivation and impressions of the participants in order to better understand why, despite the passage of time as well as the experiences of earlier mountain climbers, the peaks of Czarnohora in this period long remained only lightly frequented.
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Ślączka, Andrzej, Marta Bąk, Clemens Pfersmann, Veronika Koukal, Michael Wagreich, Szymon Kowalik, and Martin Maslo. "Jurassic–Cretaceous radiolarian-bearing strata from the Gresten Klippen Zone and the St. Veit Klippen Zone (Wienerwald, Eastern Alps, Austria): Implications for stratigraphy and paleogeography." Austrian Journal of Earth Sciences 111, no. 2 (December 1, 2018): 204–22. http://dx.doi.org/10.17738/ajes.2018.0013.
Повний текст джерелаАнотація:
AbstractTwo sections of the klippen zones in the Wienerwald area have been investigated for their stratigraphy: (1) The Gern section of the Main Klippen Zone, a part of the Gresten Klippen Zone, and (2) the St. Veit Klippen Zone in the Lainz Tunnel and the neighboring outcrops in western Vienna. New biostratigraphic data are based on radiolaria from siliceous intervals and a few findings of calcareous nannofossils from marlstones. In the Gresten Klippen Zone, radiolarian assemblages from limestones of the Gern locality indicate a middle Oxfordian to early Kimmeridgian age of the Scheibbsbach Formation.Radiolarian and nannofossil data from the St. Veit Klippen Zone in the Lainz railway tunnel locality, as well as correlated outcrops from the Lainzer Tiergarten and the Gemeindeberg in the southwest of Vienna, indicate the presence of mainly Bajocian to lower Oxfordian red radiolarites and cherts (Rotenberg Formation). Siliceous, grey limestones and cherts of the Fasselgraben Formation range from the upper Oxfordian–Kimmeridgian to the Valanginian–Barremian.The Main Klippen Zone was derived from the European margin to the north, and this zone is regarded as a Helvetic paleogeographic unit. The St. Veit Klippen Zone in the Lainz Tunnel section contains no ophiolitic material and shows a tectonic contact with the surrounding Rhenodanubian nappe system, which indicates no primary sedimentary contact of the St. Veit Klippen Zone with the Flysch units, as well as demonstrating the presence of two structurally separated Alpine tectonic units. Thus, a direct correlation with the Ybbsitz Zone is not supported, and an original paleogeographic position in the transition from the Penninic Ocean to the Austroalpine continental fragment is proposed.
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Hausberger, Lukas, Jounes Lutterbach, and Florian Gschösser. "Modeling the Environmental Impact of Passenger Cars Driven on Hilly Roads in Austria: A More Accurate Valuation of Greenhouse Gas Emissions and Further Environmental Indicators for Integral Life Cycle Assessments of Road Infrastructures." Buildings 14, no. 1 (January 18, 2024): 263. http://dx.doi.org/10.3390/buildings14010263.
Повний текст джерелаАнотація:
Previous studies of road or railway infrastructures have shown that traffic emissions outweigh the environmental impacts of the product stage and construction stage over the entire life cycle. Traffic usage is therefore the main emitter over the life cycle (A1–C4). Due to the small number of sustainability assessment systems, the question of how to consider traffic emissions in detail in an integral life cycle assessment has arisen. This study examines Austrian car traffic and investigates environmental impacts beyond the scope of carbon dioxide and particulate matter. The results were determined for a selection of common impact indicators. In addition to driving in flat terrain, an approach is presented that enables the evaluation of emissions due uphill and downhill driving. Thus, route options and route closures/detours due to maintenance work can be evaluated in a simple way. During the analyses, a traffic calculator was developed, which can currently assess different cars depending on the route specifics (flat/hill). The tool can be expanded to include other road vehicles (buses, trucks, motorcycles) and trains as well. This will simplify evaluations and decision-making processes and provide optimal support for a future-proof sustainable built environment.
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Krause, Stephan, and Dirk Suckow. "Der Mitropa-Pokal und die Legende mit den roten Schlafwagen. Fußball, Raumkonstruktion und europäische Eisenbahnverkehrsgeschichte in den 1920er/ 1930er Jahren." STADION 44, no. 2 (2020): 338–65. http://dx.doi.org/10.5771/0172-4029-2020-2-338.
Повний текст джерелаАнотація:
The Mitropa Cup founded in 1927 was the most important professional football tournament of the interwar period. It was organized by the international Mitropa Cup committee, which was formed of leading protagonists from Central Europe such as Hugo Meisl. This Central European Cup was played out between different combinations of the leading clubs from the participating countries: Austria, Czechoslovakia, Hungary, Italy, Romania, Yugoslavia, and Switzerland. German teams did not take part in the Mitropa Cup, because the DFB did not accept professional football teams at that time. With this sport historical background the study shows in which way the Mitropa Cup (as well as other tournaments) profoundly influenced the construction of economic and social space, and how it influenced the perception of the German Mitropa company. While it has been claimed that Meisl and his comrades could build on the sponsorship of the German restaurant and sleeping car company Mitropa, the parallel investigation of railway history through primary sources and sport history proves that no such relationship has existed, and furthermore, because of an international treaty the Mitropa was not allowed to provide services beyond Germany and several defined destinations. Thus, the discursive and spacial significance of both the Mitropa Cup’s football-based definition of Central Europe, and the Mitropa company as one of the two European players in sleeping and restaurant car services (the other being the French-Belgian CIWL/ISG), forms a historical coincidence.
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Presle, Gerard, Werner Hanreich, and Paul Mittermayr. "Austrian Track Testing and Recording Car EM 250: Source for Wheel-Rail Interaction Analysis." Transportation Research Record: Journal of the Transportation Research Board 1713, no. 1 (January 2000): 22–28. http://dx.doi.org/10.3141/1713-04.
Повний текст джерелаАнотація:
The dynamic behavior and ride quality of railway vehicles are influenced by track quality. Monitoring riding comfort and safety is a major task of the Austrian Federal Railway’s Infrastructure Division. The track testing and recording car EM 250 provides a proven measuring instrument for modern track maintenance. Equipped with an inertial measuring system and an optical track gauge measuring system, the track testing and recording car can measure the track alignment and rail profiles at speeds of up to 220 km/h. The measurements, taken every 25 cm, provide binary data files that can be processed offline. Track quality parameters are measured as functions of vehicle acceleration and are stored in a database from which they can be easily retrieved from any computer in the company. The Bureau for Applied Mechanics and Mathematics was commissioned by the Austrian Federal Railways to develop the SIMULAT program for analyzing rolling stock dynamics. In developing the model, special consideration was given to the exact mathematical description of all elements affecting vehicle dynamics. Using an optical measuring system, the track testing and recording car determines the rail cross section on the basis of readings at individual points. The simulation program links the curve with the track data, allowing the analysis of the impact of worn profiles on running stability. For the simulation, the line layout and the track geometry deviations excite the model of track and vehicle. In a followup phase, the vector of generalized degrees of freedom is evaluated, and the results are displayed with a visualization program. The simulation results were compared with data recorded during a test run and showed satisfactory correspondence.
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Rotchniak, Youri. "ARCHITECTURE OF RAILWAY STATION BUILDINGS OF THE RAILWAY IVANO-FRANKIVSK–VORONENKA." Urban development and spatial planning, no. 84 (October 21, 2023): 294–308. http://dx.doi.org/10.32347/2076-815x.2023.84.294-308.
Повний текст джерелаАнотація:
The buildings of the Ivano-Frankivsk–Voronenka railway station date back to 1892–1894. The oldest of them were implemented according to three typical projects of the Imperial and Royal Austrian State Railways. They have a spatial, structural and art relationship with the railway stations of Halychyna, Bukovyna and other regions of the sub-Austrian part of the Austro-Hungarian Monarchy. In the interwar period (1921–1939), the damaged buildings of railway stations were restored and new railway stations of Delatyn and Tatariv appeared. After the Second World War railway buildings were rebuilt with a tendency towards simplification. Not seldom passenger buildings appeared on the stop platforms in forms of simple semi-open pavilions. Nowadays, some of the historical buildings are also used for residence, most of them are in good and satisfactory state. All railway stations and stopping points are of the on-bank type, connecting landing platforms with station buildings and settlements on the same ground level. 7 from the 11 original typical railway station buildings of the imperial period have been preserved up till now. They form a chain which is interspersed with the unique buildings of Delatyn, Tatariv, Yaremche and a few passenger buildings near the landing platforms. The primary compositional and stylistic integrity of the architecture of the railway buildings is preserved. All historical buildings of the railway stations of the studied group are worthy and should have the status of an architectural monument. The use of buildings may go beyond transport needs. They can accommodate hotels, restaurants, museums, exhibitions, clubs and other public institutions. This corresponds to the modern trend of understanding and using of such objects. When establishing a regular connection by daytime regional trains in clock mode of railway communication, unified landing platforms with their connection to settlements and with informational and service provision should be arranged. The resources of existing railway station buildings and other passenger facilities should be included in this process.
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Galler, Robert, and Bernd Moritz. "Austrian Southern-Railway-Link-Conference." Geomechanics and Tunnelling 10, no. 6 (November 28, 2017): 636. http://dx.doi.org/10.1002/geot.201770603.
Повний текст джерела
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Zeiner, Martina, Matthias Landgraf, Dieter Knabl, Bernhard Antony, Víctor Barrena Cárdenas, and Christian Koczwara. "Assessment and Recommendations for a Fossil Free Future for Track Work Machinery." Sustainability 13, no. 20 (October 16, 2021): 11444. http://dx.doi.org/10.3390/su132011444.
Повний текст джерелаАнотація:
Current railway track work machinery is mainly operated with diesel fuel. As a result, track maintenance of Austrian Federal Railways (OeBB) amounts to nearly 9000 t CO2 equivalent per year according to calculations from Graz University of Technology. OeBB’s total length of railway lines only accounts for 0.56% of the world’s length of lines. This indicates huge potential for mitigating greenhouse gas emissions considering the need for track maintenance worldwide. Environmental concerns have led to the introduction of alternative drives in the transport sector. Until now, R&D (Research & Development) of alternative propulsion technologies for track work machinery has been widely neglected. This paper examines the possibility of achieving zero direct emissions during maintenance and construction work in railways by switching to alternative drives. The goal is to analyze alternative propulsion solutions arising from the transport sector and to assess their applicability to track work machinery. Research results, together with a calculation tool, show that available battery technology is recommendable for energy demands lower than 300 kWh per construction shift. Hydrogen fuel cell technology is an alternative for energy demands higher than 800 kWh. For machinery with energy requirements in between, enhancements in battery technology are necessary and desirable for the coming years.