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The purpose of the study is to increase the unit train load efficiency at the elevators having their shunting locomotives. The research is based on the analysis of time series, methods of organizing the operational work of railways, and methods of traction calculations. The paper considers the problem of organizing shunting work at elevators when loading grain unit trains. Critical wear and tear of shunting locomotives in railway transport of general use necessitates using their locomotives at the elevators. As a result of the research, the dependence of the duration of shunting and cargo operations on the number of cars in the unit train and on other factors was established. Various types of shunting locomotives were compared. Based on the analysis, it was established that it is advisable to use four-axle shunting diesel locomotives with hydraulic transmission for shunting work at the elevators. The traction force of such locomotives is sufficient to deliver empty cars to the elevator at a speed of 14–15 km/h. Loaded cars can be removed at a speed of 14–15 km/h with a slope of the connecting track up to 2–5 ‰. With greater slopes, the removal of loaded cars should be performed at a speed of 5 km/h. The main factor affecting the duration of shunting operations is the distance of delivery and removal of cars. Technologies for loading the grain unit trains at the elevators, providing for the presence of cars at the loading stations for two and three days, have also been developed. The main factor affecting the duration of unit train loading is the staff of locomotive assembly teams. The originality of the study is in obtaining the dependence between the parameters of the technical support of the elevators and the duration of the presence of cars in the connecting station – elevator’s siding system. The practical value of the paper is that its results can be used in the design of the reconstruction of existing and construction of new elevators, as well as in the estimation of costs associated with various loading technologies of the unit trains for the corresponding sidings.

Purpose. To improve the method for standardizing the duration of the shunting operation of assembling cars on one track. This can be achieved as a result of solving the following research problems: development of a method for searching the optimal order of assembling cars on one track; distribution parameters estimation of the random value of the duration of shunting operation of assembling cars on one track based on calculation experiments. Methodology. During the research, the methods of theory of railway operation, dynamic programming and mathematical statistics were used. Findings. Research on the assembling process of car group to one track established the distribution parameters of the random variable of time spent for shunting. In the course of the research, the problem of choosing the optimal order of shunting operations during car assembling was formalized and solved as a problem of dynamic programming. The time spent for shunting work was chosen as the optimality criterion. The paper considers the possibility of approximating the data of calculation experiments by analytical dependencies. It was found out that the use of linear polynomials with interaction allows obtaining dependencies describing time standards with a relative accuracy of ±5 %. Originality. The method is improved for developing the time standards for shunting work, which, unlike the existing one, is based on the performance of a series of calculation experiments, each of which solves the optimization problem of finding such an order of assembling cars that ensures minimum time consumption for shunting. Practical value. The methods developed in the work and the dependencies obtained allow improving the quality of decisions made when developing technology and designing railway stations and sidings of industrial enterprises. [ABSTRACT FROM AUTHOR]

Purpose. To improve the method for distributing the tracks of industrial railway stations for the accumulation of car groups between separate assignments. The optimization problem is to find such a distribution of classification work between the industrial marshalling yard and freight stations, as well as such a distribution of marshalling yard tracks between individual destinations, which ensures the minimum time expenditures on shunting work. Methodology. The studies were carried out using the methods of the theory of railway operation, simulation modeling and dynamic programming. Findings. The optimization problem of distribution of sorting work between the marshalling yard and freight stations of an industrial enterprise, as well as searching for such a distribution of marshalling yard tracks between individual destinations, which ensures the minimum time expenditures for shunting work, has been solved. Originality. The paper proposes a method for formalizing and solving the problem of distributing the tracks of industrial railway stations for the accumulation of car groups between individual destinations as a dynamic programming problem. Unlike the existing methods, where the number of tracks is considered as a constraint, in the proposed method, the number of tracks is an objective function argument of minimizing the duration of shunting operations, which improves the quality of the solutions obtained. Practical value. The method proposed in the paper, due to the rational distribution of the existing track arrangement of railway stations, makes it possible to reduce the time expenditures on the making- and breaking-up the trains and shunting transfers and, due to this, increase the carrying capacity of the stations, as well as reduce the cost of production of enterprises. [ABSTRACT FROM AUTHOR]

A program algorithm and a method for producing (performing) traction calculations are proposed, based on geometric constructions of changes in the speed and time of train movement along the track, relying on the specific resultant forces of the train in the travel track of rolling stock. Calculations of the kinematic parameters of the movement of a freight train on a virtual hilly section of the railway were carried out using a graphic-analytical method when moving with stops and without stops at the intermediate and final stations. The values of the energy efficiency indicators of UzTE16M3 diesel locomotives when driving a freight train with a minimum train weight in quantitative and monetary terms are substantiated. The numerical results of the research are obtained in the form of tabular data, which specialists of the locomotive complex can use when analyzing and assessing the efficiency of the transportation work of UzTE16M3 diesel locomotives under real operating conditions.

The results of the calculation of the kinematic parameters of the movement of a freight train by a graphical method on a virtual hilly section of a high-speed railway when moving without stops and with stops at an intermediate and final station are presented. The values of energy efficiency indicators of UzTE16M3 diesel locomotives were obtained in quantitative and monetary terms when driving a freight train of a unified mass of train. The research results are presented in the form of tabular data and will be implemented by specialists of the locomotive complex in substantiating the efficiency of the transportation work of UzTE16M3 diesel locomotives in real operating conditions.

A numerical method for solving the differential equation of train motion and an algorithm for graphic-analytical calculation of its trajectory movement for railway sections of different complexity, which were implemented on a virtual hilly section of the railway track, are proposed. The numerical values of the speed and travel times of a freight train along the route of the rolling stock are substantiated, taking into account the time for acceleration and deceleration when stopping at the intermediate and final stations of the railway section under study, which were obtained in the form of tabular data. The parameters of the fuel and energy indicators of the transportation work of UzTE16M3 series diesel locomotives in quantitative and monetary terms were obtained when they drove freight trains with a maximum train weight. The research results are recommended and will be useful to specialists of the locomotive complex of railways with a hilly type of track profile.

The article provides a rationale for the kinematic parameters of the movement of freight trains with masses different and the energy efficiency parameters of 3VL80S electric locomotives on a virtual hilly section of the railway. In order to implement this justification, a method of graphically integrating the differential equation of train motion is used, which is the basis of the algorithm for performing traction calculations for the movement of the freight trains under study without stoppings at an intermediate station. Kinematic parameters of the movement of freight trains and energy efficiency indicators of 3VL80S electric locomotives are obtained in the form of tabular data and regression equations according to their definition on railway sections with the second type of track profile, which can be used in predicting and normalizing the consumption of electrical energy for traction of trains. The research results are recommended for implementation into work by specialists of the locomotive depots operation workshop of «Uzbekistan Temir Yollari» JSC.

The contemporary sea walls built in the pedestrian seashore zone in the City of Acre, Israel, were sided with porous calcarenite sandstone, so-called 'kurkar'. Kurkar stone has been broadly used as a durable building material in Acre and Jaffa, the Eastern Mediterranean offshore cities, since ancient times. Therefore, the contemporary urban architectural plans obligate kurkar siding in the modern structures erected beside the Old City of Acre. However, a rapid deterioration of kurkar siding had occurred in the contemporary sea walls during only a few years. In contrast, the Historic walls built of kurkar dimensional stone have been still sound. The current study has evaluated the factors and causes of kurkar deterioration in the modern seawalls. It was revealed that the main reason for deterioration was adhering the kurkar siding with cement mortar and the next exposure of adhered siding to the humid and salt-enriched offshore environment with high air pollution. [ABSTRACT FROM AUTHOR]

The contemporary sea walls built in the pedestrian seashore zone in the City of Acre, Israel, were sided with porous calcarenite sandstone, so-called ‘kurkar’. Kurkar stone has been broadly used as a durable building material in Acre and Jaffa, the Eastern Mediterranean offshore cities, since ancient times. Therefore, the contemporary urban architectural plans obligate kurkar siding in the modern structures erected beside the Old City of Acre. However, a rapid deterioration of kurkar siding had occurred in the contemporary sea walls during only a few years. In contrast, the Historic walls built of kurkar dimensional stone have been still sound. The current study has evaluated the factors and causes of kurkar deterioration in the modern seawalls. It was revealed that the main reason for deterioration was adhering the kurkar siding with cement mortar and the next exposure of adhered siding to the humid and salt-enriched offshore environment with high air pollution.

Abstract Within building envelopes, air cavities behind a siding provide a feasible way to mitigate the moisture-related issues such as rain penetration and frost damage. However, for a common contact-applied siding system, the small gap directly attaching the siding with the wall sheathing greatly limits the drying functions of air cavity: capillary break, drainage, and ventilation drying. Moreover, the drying performance of the air cavities behind the siding remains unknown, and commonly a rectangular unicellular cavity is inexactly assumed to simplify investigating the hygrothermal performance of a siding system. After analyzing the irregular and complex configuration of air cavities composed of multiple same cavity cells, this paper develops a mathematical model based on the circuit diagram principle to quantify the air flow rate within the multicellular cavity behind a siding with respect to the air differential pressure and flow resistance. This model is then used to evaluate the drying performance of a siding system, which is found to be heavily dependent on the cavity depth between the siding and the wall sheathing. Further sensitivity analysis shows that the air flow rate within the cavity rapidly increases to a maximum value as the cavity depth increases, and then converges at a lower value. The cavity's air flow rate reaches its maximal value when the cavity depth is 48% of a siding panel projection, e.g., 0.31 in (7.8 mm) for a triple dutch lap vinyl siding. Based on the optimal cavity depth, several design improvements are proposed. Highlights • The real irregular and complex configuration of air cavities behind a siding, rather than a simplified rectangular cavity, is analyzed. • of Based on the circuit diagram principle, a mathematical model is developed to determine the air flow rate within the cavity behind a siding. • The air flow rate within a cavity reaches its maximal value when the cavity depth is 48% of a siding panel projection. • Several design improvements of traditional siding are proposed. [ABSTRACT FROM AUTHOR]

This paper represents the first public exhibition of Thermadapt™ building coverings which were invented more than eight years ago. The paper starts with a brief overview of the field of adaptive materials and their applications in various industries. Thermally adaptive building covering sheet fundamentals are explained by laying out the basic structural mechanics of thermally induced gross shape changes in lamina. As a truncated paper, the driving theory, coupon, test chamber and subscale building data could not be included due to length constraints, but will be delivered during oral presentation. Nonetheless, data from outdoor range testing on three independent buildings is presented. These three buildings measuring 1.8m (6 ft) deep x 2.4m (8 ft) wide x 2.1m (7 ft) high showed excellent results. The first was outfitted with Thermadapt™ siding and roofing. The second was outfitted with a variety of different amounts of insulation. The third was used as a control. The configuration of the full-scale test range buildings is shown along with performance data in all midwestern seasons. The data demonstrated that thin thermally adaptive building coverings are as effective as 27 cm (10.5”) of fiberglass insulation, indicating an equivalent R-value of more than 40/cm (100/in). The paper concludes with an overview of the economics of Thermadapt™ building coverings and the intellectual property landscape. [ABSTRACT FROM AUTHOR]

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Abstract: Identifying the anatomical origin of skeletal elements is a basic and important part of a forensic anthropological investigation, but techniques for determining the side and ray of the phalanges are conspicuously scarce in the physical anthropology literature. Features of particular phalanges are important to aspects of archaeological and paleoanthropological studies, as well as for identification and trauma analysis in forensic cases. Correct siding of phalanges may therefore be quite critical in certain contexts. This study evaluates several siding techniques previously developed and/or described in a recent study by Case and Heilman (2000) . Unlike in their study where observers were provided all phalange positional information except for side, observations in this study were undertaken with no positional information provided thus making the examinations more similar to those performed in a forensic context. Tests of phalange siding techniques were carried out on two skeletal samples: the Terry Collection at the Smithsonian''s National Museum of Natural History where the ray and side of phalanges are documented and phalange collections are often complete, and the Bass Collection at the University of Tennessee where phalange positional information is undocumented and where phalange collections are seldom complete. The features described by Case and Heilman were found to work quite well. In the documented (Terry) sample, there was a high rate of correct siding, up to 100% for several phalanges. In the undocumented (Bass) sample, the features could be used to side the phalanges to a reasonable degree of certainty, and certainty increased when both sides of a particular phalange were present. Finally, several other useful siding and ray identification features were identified. [Copyright &y& Elsevier]

Employees in the role of outsider can be faced with a dispute between colleagues. Taking sides is a crucially important, yet neglected tactic in handling disputes. In a study of 226 Chinese employees, we investigated the influence of employees' moral and expedient orientations on their siding intentions in a workplace dispute characterized by different distributions of legitimacy, negative sanctions and guanxi. Results indicate that legitimacy information leads moral-oriented employees to side with a legitimacy party whereas sanction information leads expedient-oriented employees to side with a sanction party. However, the Chinese employees also take guanxi into account. Guanxi as contrasting information decreased both the extent to which the strong-moral, weak-expedient-oriented Chinese employees sided with a legitimacy party, and the extent to which weak-moral, strong-expedient-oriented employees sided with a sanction party. Implications of these results for developing a universal theory of siding are discussed. [ABSTRACT FROM AUTHOR]

Facade decoration Systems, including fastened insulation, ventilated facades systems, facades with decorative coating, including lacquer coating, translucent systems and architectural facades are considered.Рассмотрены системы фасадной отделки: скрепленной изоляции, системы вентилируемых фасадов, декоративными, в т.ч. лакокрасочными покрытиями; системы светопрозрачных и архитектурных фасадов.

The last mile is characterized as the last step of delivery to the customer from the logistics point of view. It is necessary to aim and fulfill all customers' needs mainly during the process of the last mile, because it is directly connected to them. Customer orientation can cause many complications that must be solved according to their will. This part of the supply chain is currently under pressure. Nowadays, trends have changed the last mile into a more ecological process mostly in the transport field. Railway transport is considered as an ecological transport mode therefore the last mile should be done by the railway transport. Preconditions for doing the last mile by the railway transport is the existence of siding (special purpose tracks) at the place of delivery. Our research focuses on minimizing the negative impacts of the last mile to customers in the context of using sidings. This research is based on the real conditions of the Slovak rail network, and on consultation with some experts from freight transport companies. [ABSTRACT FROM AUTHOR]