simulation of torsion moment at the wheel set of the railway vehicle ...

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Resulting from experience the degree of passenger road transportof about 5 inhabitants per one passenger car starts to causefirst problems within the society, which means the road safety,parking problems, etc. With the degree of passenger road transportof 2.5 inhabitants per one passenger car very serious problemsoccur in the urban traffic and the weekend peak hour traffic whencar congestions are formed at entries to bigger towns.Present passenger road transport trends in Slovakia may becharacterised as gradually developing (Table 1). During the periodfrom 1970 to 1980 number of passenger cars increased 3.4 times,from 1980 to 1990 1.6 times, from 1990 to 2000 1.5 times. Eventhough the comparison of present individual passenger road transporttrends indicates that certain car boom level already has occurredin Slovakia it may be expected that a cyclic development with differentlevel of increases will continue in the future.Vehicle Number Trends in Slovakia Table 1YEARPassengercarsSource: The SR Presidency of the Traffic PolicePassenger roadtransport degree/inhabitans/car/Numberof passengercars/1000inhabit.1965 53870 81.53 12.271970 158690 28.61 34.951975 339427 14.03 71.251980 535952 9.32 107.271985 687067 7.54 135.811990 875550 6.07 165.951995 1015794 5.28 189.242000 1274244 4.24 235.862005 1304705 4.13 242.102006 1333749 4.04 247.28Passenger road transport trends should be understood fromtwo views; an external – social and an internal – an individual (afamily). There is a narrow connection between exogenous andendogenous factors of the economic development. To carry outan exhausting analysis of this economic changes and decisionsinteraction means a very demanding task. In specification of individualpassenger road transport development trends it is thereforenecessary to result from existing experience and knowledge ofcountries which already have faced the similar problem. An assumedindividual car transport development in Slovakia is presented inthe alternative development scenarios by 2030.With regard to the Slovak economy orientation to the marketeconomy an issue concerning the social establishment differencesis insignificant and purely economic issues and issues concerningthe way of living are foreground.In connection with this it is necessary to mention the basicfact that Slovakia will be one of the countries with the highestportion of manufactured passenger cars per one inhabitant peryear in the world.This fact should also be taken in consideration in approach tothe economic evaluation of individual road transport developmentwhich can be divided into several phases [1]:● In Phase 1, leading economists considered the road transporttrends together with building own manufacturing basis one ofthe main important factors which should speed-up economicdevelopment in the country; this period falls into the post-wareconomic restoration period. Phase 1 also covers the presentperiod when after gaining an economic independence the passengercar manufacture development in Slovakia assumed a newdimension when two world automobile factories have added upthe existing automobile factory;● In Phase 2, a passenger car has been understood a mean oftransport evaluated under commonly used criteria in evaluationof other public transport systems, i. e. an economic efficiencycriterion of the basic mean in the light of transport sector;● In Phase 3, an economic efficiency criterion has been transferredto the population personal consumption where a passenger caris understood a long-term consumed asset suitable for realisationof an increasing income of the population; its transportationfunction is secondary in number of cases;● Finally, at present, the convergence of aspects all preceding developmentphases have occurred and a passenger car is on the onehand considered a mean of production for a group of peopleand on the other hand, a mean of transport satisfying best criteriafor passenger transport.In every development phase it is possible to accept an economicevaluation method where the amount of a gross national product(GNP) plays an important role from the social aspect. Time pricedepending on an income amount is decisive in the light of an individual,i.e., time saving expressed in monetary units achieved thanksto a passenger car use. The fact that the GNP amount depends toa certain level on number of passenger cars per inhabitant hasalready been proved in the preceding development phase analyses.Upon gross national product increase per inhabitant in thecountry the number of passenger cars has increased while the timefactor plays an important role and decrease of necessary GNPlevel per one car occurs with time in the country. It means thatcountries with lower GNP level are able to allocate a lower amountto passenger road transport than more developed countries witha higher GNP level. Foreign experience indicates that passengerroad transport grows faster in the countries in which a higher GNPinter-year increase has been recorded than in the countries whichreach a high GNP level/inhabitant in the long term and approachthe saturation level of number of passenger cars per number ofinhabitants. To compare the situation in the CR and Slovakia in2005, there was 1000 EUR GNP/inhabitant sufficient for approximately44 passenger cars/1000 inhabitants in the CR and thisvalue corresponds to 35 passenger cars/1000 inhabitants in Slovakia.Yet more interesting is a comparison between some EUcountries for 2002 presented in the following Fig. 1 [2].34 ● COMMUNICATIONS 3/2008
Despite an unsteady SR economic development when the GNPdevelopment has recorded a higher level in comparison with otherEuropean countries it is possible to assume that the next individualpassenger road transport development will be very dynamic. Thepreceding economic situation was rather complicated and nontransparentto forecast the passenger road transport trends and itwas impossible to consider it sustainable and make definite conclusions.We may assume that the present economic growth willfurther continue in the next years thus increasing the rate of passengercars/inhabitants in passenger road transport development.LuxemburgItalyPortugalGermanyEU-15SpainFranceBelgiumSwedenUnited KingdomNetherlandFinlandCzech republicGreeceIrelandDenmarkPolandHungarySlovakiaSource: The EurostatFig. 1 Relation between GNP in EUR per one inhabitant and number of passenger cars per 1000 inhabitants in selected European countriesCOMMUNICATIONS 3/2008 ●35
Page 5 and 6: Mt = k$ Di(12) 4. Torsion moment at
Page 7: References[1] JOVANOVIC, R.: Tensio
Page 10 and 11: Fig. 3 Geometrical parameters of ch
Page 12 and 13: Fig. 13 10. eigenvector when the ei
Page 14 and 15: and D R _ y,wi=0 if y 0 (12) Dampe
Page 16 and 17: Fig. 22 Comfort for passengers for
Page 18 and 19: 3. Intermodal trainsIntermodal trai
Page 20 and 21: Fig. 2 Consignment reloading proces
Page 22 and 23: attached to individual tracks shown
Page 24 and 25: Juraj Gerlici - Tomas Lack *MODIFIE
Page 26 and 27: After the insertion of the previous
Page 28 and 29: where:k - is the basic spring stiff
Page 30 and 31: [2] GERLICI, J., LACK, T.: Methods
Page 34 and 35: Upon this strengthening of pretensi
Page 36 and 37: attained the 6th position of the be
Page 38 and 39: Jozef Jandacka - Stefan Papucik - V
Page 40 and 41: spacing of the fan from the measuri
Page 42 and 43: 5. ConclusionFrom the results prese
Page 44 and 45: REVIEWlines with numerous curves th
Page 46 and 47: REVIEWmeters from the point of view
Page 48 and 49: REVIEWBojan Cene - Aleksandar Rados
Page 50: REVIEWthe year 2006 in Slovenia sta
Page 53 and 54: REVIEWthat the GPS does not recogni
Page 55 and 56: REVIEWRadomir Brkic - Zivoslav Adam
Page 57 and 58: REVIEWfailures. For example, for an
Page 59 and 60: REVIEWJan Krmela *COMPUTATIONAL MOD
Page 61 and 62: REVIEWFor this reason tyres and whe
Page 63 and 64: REVIEWFig. 6 Computational model
Page 65 and 66: REVIEW- guarantee that the messages
Page 67 and 68: REVIEWIvana Olivkova *PASSENGER INF
Page 69 and 70: REVIEWLike the other information sy
Page 71 and 72: REVIEWFig. 1 Revolution of the poin
Page 73 and 74: REVIEWFig. 4 Transformation of the
Page 75 and 76: BOOK REVIEWKavicka, A., Klima, V.,

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